Electrically-controlled non-stop worm and gear two-gear variable-speed electric driving system

Abstract

The utility model discloses an electrically-controlled non-stop worm and gear two-gear variable-speed electric driving system, which is characterized in that an overrun clutch is additionally arranged, so that easy gear retreating and gear advancing can be realized no matter a low-speed gear is switched to a high-speed gear or the high-speed gear is switched to the low-speed gear, the gear shifting impact and the abrasion problem caused by the gear shifting impact are greatly reduced, and the service life of the system is prolonged. Compared with the prior art, maintenance cost and maintenance frequency are reduced, gear shifting jerking feeling is greatly optimized, driving feeling and comfort are improved, meanwhile, the overrun clutch serves as a special high-speed gear moving route separation mechanism, efficiency loss of an existing manual transmission is avoided, and in addition, the maintenance cost is reduced. The gear shifting motor is used for driving the gear shifting shaft to axially move through the worm and gear kinematic pair and the screw nut kinematic pair to achieve gear shifting, electric control improvement of the manual gear transmission is achieved, the difficulty of gear shifting operation is lowered, the stability and reliability of gear shifting are improved, and intelligent control is easy to achieve.

Description

Technical Field

[0001] This utility model relates to the field of electric drive device technology, specifically to an electronically controlled non-stop worm gear two-speed electric drive system. Background Technology

[0002] Electric vehicles and electric tricycles are vehicles powered by electricity. Electric tricycles combine the technical features of motorcycles and electric vehicles. They not only rely on batteries for power but are also driven by electric motors, eliminating the need for fuel, making them environmentally friendly and low-noise. Moreover, they are more stable than two-wheeled motorcycles and are suitable for carrying goods or passengers, thus gaining widespread use.

[0003] Currently, the high-speed and low-speed gears of manual transmissions in electric vehicles and electric tricycles are generally three or four-stage transmissions that share the same transmission route. Since there is no dedicated transmission route separation mechanism for high-speed gears, and high-speed gears account for more than 80% of the driving mileage, there will be an efficiency loss of 3% to 6% under these conditions.

[0004] To control costs, manual transmissions in electric vehicles and electric tricycles are extremely simple in structure, omitting many essential shifting mechanisms that facilitate meshing and transmission. They generally employ a "hard" method of downshifting and upshifting, forcing gear changes under high loads. This not only leads to difficulty in shifting but also causes wear and tear due to shift shocks, increasing maintenance costs and frequency. Furthermore, the shifting jerks are very noticeable, affecting driving comfort and ride quality. Manual transmissions are complex to operate, requiring the driver to adjust the motor speed and current according to road conditions and vehicle speed while simultaneously performing manual gear shifting, demanding a certain level of driving skill and experience. In complex road conditions, frequent gear shifting increases driving difficulty and fatigue. Moreover, the engagement and disengagement of the clutch during gear shifts often results in jerking sensations due to driver error, affecting ride comfort, especially at low speeds with heavy loads on inclines or during frequent acceleration and deceleration. Meanwhile, the brief interruption of power caused by clutch disengagement during each gear shift results in efficiency loss. In scenarios requiring continuous power output, such as climbing hills or accelerating to overtake, this not only affects vehicle performance but also causes fatigue and wear on transmission components like the clutch and gears due to frequent shifting, leading to shorter lifespans and increased maintenance costs and frequency. Over time, clutch slippage and incomplete disengagement may occur, further impacting the normal operation of the transmission. Furthermore, inaccurate driver habits and shifting timing can prevent the motor from consistently operating within its optimal efficiency range, increasing energy consumption. Gear meshing clearance and clutch disengagement travel require precise adjustment. Finally, the incompatibility between the manual transmission in existing electric vehicles and components like the motor and controller makes it difficult to achieve optimal power output and energy management.

[0005] Solving these problems is now a top priority. Utility Model Content

[0006] In view of this, the present invention provides an electronically controlled non-stop worm gear two-speed variable electric drive system.

[0007] The technical solution is as follows:

[0008] The first aspect of this application relates to an electrically controlled non-stop worm gear two-speed electric drive system, including a motor, a support spindle synchronously rotatably connected to the motor shaft, and a shift shaft coaxially disposed at the end of the support spindle away from the motor. A transmission shaft sleeve is rotatably fitted on the support spindle, and a power output structure is integrally formed on the transmission shaft sleeve. A shift gear hub that splines with the support spindle is fixedly fitted on the shift shaft. A high-speed engagement gear is fixedly fitted on the transmission shaft sleeve, and a low-speed engagement gear is rotatably fitted on the shift shaft. The system also includes a low-speed transmission mechanism, which includes a front reduction transmission assembly, an overrunning clutch, and a rear reduction transmission assembly. The low-speed engagement gear can transmit power to the transmission shaft sleeve in sequence through the front reduction transmission assembly, the overrunning clutch, and the rear reduction transmission assembly. A shift sleeve is fixedly connected to the outer edge of the shift gear hub, and an active engagement tooth that can engage with the high-speed engagement gear or the low-speed engagement gear is formed on the inner circumferential surface of the shift sleeve.

[0009] A hollow lead screw for driving its axial movement is rotatably mounted on the shift shaft. A worm wheel is mounted on the outside of the hollow lead screw to form a lead screw-nut kinematic pair with it. The worm wheel and the worm form a worm wheel-worm kinematic pair. The worm rotates synchronously with the motor shaft of the shift motor.

[0010] The shift motor can control the hollow lead screw to move the shift shaft closer to or away from the support spindle by reversing the motor shaft, so as to control the active engagement gear to engage with the high-speed engagement gear or the low-speed engagement gear; when the active engagement gear engages with the high-speed engagement gear, the overrunning clutch is in the overrunning state; when the active engagement gear engages with the low-speed engagement gear, the overrunning clutch is in the engaged state.

[0011] The above-mentioned electronically controlled, non-stop worm gear two-speed electric drive system, by adding an overrunning clutch, enables easy downshifting and upshifting, whether switching from a low gear to a high gear or vice versa. This significantly reduces shift shock and the resulting wear, lowering maintenance costs and frequency. It also greatly optimizes shift jerking, improving driving experience and comfort. Furthermore, by setting a dedicated high-speed gear drive path separation mechanism, it avoids the efficiency losses of existing transmissions. The shift motor uses the worm gear and lead screw-nut joints to drive the shift shaft axially for shifting. This extremely simple structure represents an electronic improvement to the manual transmission described in Chinese Utility Model Patent Application No. 202520883404.3, reducing the difficulty of shifting operations, improving shifting stability and reliability, and facilitating intelligent control. Attached Figure Description

[0012] Figure 1 This is a cross-sectional view of Embodiment 1 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the high-speed gear position;

[0013] Figure 2 This is a cross-sectional view of Embodiment 1 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0014] Figure 3 This is a cross-sectional view of Embodiment 1 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the low gear position;

[0015] Figure 4 This is a cross-sectional view of Embodiment 2 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0016] Figure 5 This is a cross-sectional view of Embodiment 3 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0017] Figure 6 This is a cross-sectional view of Embodiment 4 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0018] Figure 7 This is a cross-sectional view of Embodiment 5 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0019] Figure 8 This is a cross-sectional view of Embodiment 6 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0020] Figure 9This is a cross-sectional view of Embodiment 7 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0021] Figure 10 This is a cross-sectional view of Embodiment 8 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0022] Figure 11 This is a cross-sectional view of Embodiment 9 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0023] Figure 12 This is a cross-sectional view of Embodiment 10 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0024] Figure 13 This is a cross-sectional view of Embodiment 11 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0025] Figure 14 This is a cross-sectional view of Embodiment 12 of the electronically controlled non-stop worm gear two-speed electric drive system when the shift sleeve is in the synchronous exchange position;

[0026] Figure 15 This is a schematic diagram of the gear shift sleeve.

[0027] Figure 16 This is a schematic diagram of the structure of the first-stage drive gear;

[0028] Figure 17 This is a schematic diagram of the outer ring. Detailed Implementation

[0029] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0030] like Figures 1-3 as well as Figures 15-17 As shown, an electronically controlled non-stop worm gear two-speed electric drive system mainly includes a motor 1, a support spindle 2, a shift shaft 3, and a low-speed transmission mechanism. The motor shaft 1a of the motor 1 and the shift shaft 3 are coaxially arranged at both ends of the support spindle 2, and the support spindle 2 and the motor shaft 1a rotate synchronously.

[0031] Specifically, the end of the support spindle 2 closest to the motor 1 is a spline end 2a, and the outer end face of the motor shaft 1a is recessed to form a spline groove 1a1 that matches the spline end 2a. The spline end 2a is splinedly fitted into the spline groove 1a1, which is simple and reliable.

[0032] A transmission shaft sleeve 4 is rotatably mounted on the support spindle 2, meaning that the support spindle 2 does not drive the transmission shaft sleeve 4 to rotate. A power output structure 4a is integrally formed on the transmission shaft sleeve 4, and power is output from the power output structure 4a.

[0033] In this embodiment, a shift hub 5 that splines with the support spindle 2 is fixedly mounted on the shift shaft 3, meaning that the shift shaft 3 can drive the shift hub 5 to move axially synchronously. A high-speed gear engagement gear 7 is fixedly mounted on the transmission shaft sleeve 4, and a low-speed gear engagement gear 9 is rotatably mounted on the shift shaft 3. It should be noted that the shift shaft 3 can also move axially relative to the low-speed gear engagement gear 9.

[0034] The low-speed transmission mechanism includes a front reduction transmission assembly, an overrunning clutch 14, and a rear reduction transmission assembly. The low-speed gear engagement gear 9 can transmit power to the transmission shaft sleeve 4 in sequence through the front reduction transmission assembly, the overrunning clutch 14, and the rear reduction transmission assembly.

[0035] A shift sleeve 15 is fixedly connected to the outer edge of the shift hub 5. The inner circumferential surface of the shift sleeve 15 is formed with an active engagement tooth 15a. The high-speed engagement gear 7 and the low-speed engagement gear 9 are respectively fitted with a first synchronous ring 11 and a second synchronous ring 12 on the side near the shift hub 5. The high-speed engagement gear 7, the low-speed engagement gear 9, the first synchronous ring 11 and the second synchronous ring 12 are all provided with driven engagement teeth b that are adapted to the active engagement tooth 15a. The shift hub 5 can move axially along the support spindle 2 under the drive of the shift shaft 3, so that the shift sleeve 15 can switch back and forth between the high-speed gear, the synchronous exchange position and the low-speed gear. The rear reduction gear assembly includes a secondary shaft 13 parallel to the support spindle 2, a secondary drive gear 13a integrally formed on the secondary shaft 13, and a secondary driven gear 8 that rotates synchronously with the transmission shaft sleeve 4. The secondary drive gear 13a meshes with the secondary driven gear 8. An overrunning clutch 14 is mounted on the secondary shaft 13. The front reduction gear assembly includes a primary drive gear 6 rotatably mounted on the transmission shaft sleeve 4 and an outer ring sleeve 10 fixedly connected to the low-speed gear 9. The outer ring of the overrunning clutch 14 has a primary driven gear 14a integrally formed on its outer ring that meshes with the primary drive gear 6. The outer ring sleeve 10 surrounds the shift sleeve 15 and rotates synchronously with the primary drive gear 6. Simultaneously, because the outer diameter of the primary drive gear 6 is smaller than the outer diameter of the primary driven gear 14a, and the outer diameter of the secondary drive gear 13a is smaller than the outer diameter of the secondary driven gear 8, a two-stage reduction and torque increase effect is achieved.

[0036] When the shift sleeve 15 is in the high gear position, the active engagement tooth 15a only engages with the high gear engagement gear 7 and the driven engagement tooth b of the first synchronizer ring 11. At this time, the overrunning clutch 14 is in the overrunning state, and the power transmission path is as follows:

[0037] Motor shaft 1a → support spindle 2 → shift hub 5 → shift sleeve 15 → high-speed gear engagement gear 7 → transmission shaft sleeve 4, with power output from the power output structure 4a of the transmission shaft sleeve 4.

[0038] When the shift sleeve 15 is in the synchronous exchange position, the active engagement tooth 15a only engages with the driven engagement tooth b of the first synchronous ring 11 and the second synchronous ring 12. At this time, the transmission shaft sleeve 4 does not output power.

[0039] When the shift sleeve 15 is in a low gear position, the active engagement tooth 15a only engages with the low gear engagement gear 9 and the driven engagement tooth b of the second synchronizer ring 12. At this time, the overrunning clutch 14 is engaged, and the power transmission path is as follows:

[0040] Motor shaft 1a → support spindle 2 → shift hub 5 → shift sleeve 15 → low speed gear engagement gear 9 → outer ring sleeve 10 → first stage drive gear 6 → overrunning clutch 14 → countershaft 13 → second stage driven gear 8 → transmission shaft sleeve 4, with power output from the power output structure 4a of the transmission shaft sleeve 4.

[0041] Therefore, by adding a first synchronizer ring 11 to the high-speed gear engagement gear 7 and a second synchronizer ring 12 to the low-speed gear engagement gear 9, the shift sleeve 15 will first pass through the synchronizer exchange position when shifting from a low speed gear to a high speed gear or vice versa. This allows the shift sleeve 15 to simultaneously drive the first synchronizer ring 11 and the second synchronizer ring 12 to rotate synchronously with it. Then, it engages with the high-speed gear engagement gear 7 or the low-speed gear engagement gear 9. This not only enables easy gear shifting but also significantly reduces shift shock and the resulting wear, lowering maintenance costs and frequency. It also greatly optimizes the shift shock and improves the driving experience and comfort.

[0042] Specifically, when shifting from a low gear to a high gear, the shift sleeve 15 disengages from the low-speed gear engagement gear 9. Simultaneously, the shift sleeve 15 engages with the first synchronizer ring 11 and the second synchronizer ring 12. The first synchronizer ring 11 drives the high-speed gear engagement gear 7, bringing its speed close to that of the shift sleeve 15. The shift sleeve 15 then engages with the high-speed gear engagement gear 7, allowing for easy and smooth gear shifting. Similarly, when shifting from a high gear to a low gear, the shift sleeve 15 disengages from the high-speed gear engagement gear 7. Simultaneously, the shift sleeve 15 engages with the first synchronizer ring 11 and the second synchronizer ring 12. The second synchronizer ring 12 drives the low-speed gear engagement gear 9, bringing its speed close to that of the shift sleeve 15. The shift sleeve 15 then engages with the low-speed gear engagement gear 9, allowing for easy and smooth gear shifting.

[0043] In this embodiment, a hollow lead screw 36 for driving its axial movement is rotatably mounted on the shift shaft 3. A worm wheel 37 is mounted on the outside of the hollow lead screw 36 to form a lead screw and nut kinematic pair with it. The worm wheel 37 and the worm 38 form a worm wheel and worm kinematic pair. The worm 38 rotates synchronously with the motor shaft of the shift motor 39.

[0044] Therefore, the shift motor 39 can control the hollow lead screw 36 to move the shift shaft 3 closer to or away from the support spindle 2 by reversing the motor shaft, thereby controlling the engagement of the active engagement gear 15a with the high-speed engagement gear 7 or the low-speed engagement gear 9. When the active engagement gear 15a is engaged with the high-speed engagement gear 7, the overrunning clutch 14 is in an overrunning state; when the active engagement gear 15a is engaged with the low-speed engagement gear 9, the overrunning clutch 14 is in an engaged state. By using the shift motor 39 to drive the shift shaft 3 axially through the worm gear kinematic pair and the lead screw and nut kinematic pair to achieve gear shifting, an electronic improvement on the manual transmission of Chinese utility model patent application No. 202520883404.3 is achieved with an extremely simple structure. This not only reduces the difficulty of shifting gears on tricycles but also improves the stability and reliability of gear shifting.

[0045] In this embodiment, the primary drive gear 6 is supported on the transmission shaft sleeve 4 by the first needle roller bearing 16, and has an inner connecting sleeve 6a protruding towards the high-speed gear engagement gear 7. The outer edge of the inner connecting sleeve 6a near the high-speed gear engagement gear 7 has a first synchronous connecting tooth 6b protruding outward. The outer ring sleeve 10 near the primary drive gear 6 has an outer connecting sleeve 10a that fits over the inner connecting sleeve 6a. The inner wall of the outer connecting sleeve 10a has a second synchronous connecting tooth 10b that engages with the first synchronous connecting tooth 6b, which ensures both the stability and reliability of the transmission and the convenience of installation.

[0046] In this embodiment, the shift hub 5 includes an intermediate sleeve 5a and a support disc 5b integrally formed outside the intermediate sleeve 5a. The intermediate sleeve 5a is fixedly fitted onto the shift shaft 3 at one end near the shift shaft 3. The intermediate sleeve 5a is spline-fitted onto the corresponding end of the support spindle 2. The shift sleeve 15 is locked onto the outer circumferential surface of the support disc 5b by multiple screws. The support disc 5b has oil holes 5b1 evenly distributed along the circumference. The low-speed gear 9 is supported on the intermediate sleeve 5a by the second needle roller bearing 17, ensuring that the shift hub 5 can slide axially stably and reliably. At the same time, by providing oil holes 5b1, the components inside the outer ring sleeve 10 can be fully lubricated by oil, making it easier to shift gears and extending service life.

[0047] In this embodiment, both sides of the end of the active engagement tooth 15a are recessed to form a first engagement groove 15a1. The groove depth of the first engagement groove 15a1 gradually decreases towards the adjacent end of the active engagement tooth 15a. The end of the driven engagement tooth b away from the shift hub 5 is recessed to form a second engagement groove b1 that matches the first engagement groove 15a1.

[0048] When the shift sleeve 15 is in the high-speed gear position, the first engagement groove 15a1 of each active engagement tooth 15a near the end of the high-speed gear engagement gear 7 respectively engages into the corresponding second engagement groove b1 on the high-speed gear engagement gear 7.

[0049] When the shift sleeve 15 is in the synchronous exchange position, the first engagement groove 15a1 at both ends of each active engagement tooth 15a is respectively engaged in the corresponding second engagement groove b1 on the first synchronous ring 11 and the second synchronous ring 12.

[0050] When the shift sleeve 15 is in the low gear position, the first engagement groove 15a1 of each active engagement tooth 15a near the end of the low gear engagement gear 9 respectively engages into the corresponding second engagement groove b1 on the low gear engagement gear 9.

[0051] Through the above design, the shift sleeve 15 can be reliably positioned in high-speed gears, synchronous shifting gears, and low-speed gears, ensuring reliable gear engagement, avoiding gear slippage, and especially improving long-term reliability. Furthermore, due to the inclusion of the overrunning clutch 14, the overrunning of the inner and outer rings during gear shifts significantly reduces the sticking sensation when the first engagement groove 15a1 disengages from the second engagement groove b1, ensuring smooth gear shifting.

[0052] In this embodiment, the inner ring of the overrunning clutch 14 is also connected to the countershaft 13 through a gear structure, and synchronous rotation is achieved, ensuring ease of assembly.

[0053] In this embodiment, a power output mechanism is also provided. The power output structure 4a is used to transmit power to the power output mechanism. The power output mechanism includes an output gear shaft 18 parallel to the support spindle 2 and a differential 19. The output gear shaft 18 has an integrally formed primary output driven gear 18a and a secondary output driving gear 18b. The power output structure 4a is a primary output driving gear that meshes with the primary output driven gear 18a. The secondary output driving gear 18b meshes with the differential input gear 19a of the differential 19. The primary output driving gear drives the output gear shaft 18 to rotate through the primary output driven gear 18a. The output gear shaft 18 drives the differential input gear 19a to rotate through the secondary driving gear 18b. Finally, the differential 19 outputs power. In this embodiment, the differential 19 is installed on the rear axle of the electric tricycle and directly outputs power.

[0054] Meanwhile, since the outer diameter of the first-stage driving gear is smaller than the outer diameter of the first-stage driven gear 18a, and the outer diameter of the second-stage driving gear 18b is smaller than the outer diameter of the differential input gear 19a, the effect of two-stage speed reduction and torque increase is achieved.

[0055] Example 2:

[0056] Please see Figure 4 The main structure of this embodiment is exactly the same as that of embodiment 1, except that the connection structure between the support spindle 2 and the motor shaft 1a is different.

[0057] Specifically, the end of the support spindle 2 closest to the motor 1 is a connecting support section 2b. A disc spring stop 2c protrudes radially from the end of the connecting support section 2b away from the motor. An external spline is machined on the outer circumferential surface of the connecting support section 2b near the disc spring stop 2c. A connecting groove 1a2, adapted to the connecting support section 2b, is recessed on the outer end face of the motor shaft 1a. The end of the connecting support section 2b away from the disc spring stop 2c is embedded in the connecting groove 1a2. A disc spring mounting seat 21, capable of moving axially, is synchronously mounted on the connecting support section 2b. The disc spring mounting seat 21 and the adjacent end face of the motor shaft 1a form an end face cam motion pair c. A gap is left between the end of the disc spring mounting seat 21 away from the motor 1 and the disc spring stop 2c. The disc spring mounting base 21 has an integrally formed disc spring support platform 21a. A disc spring assembly 22 is elastically supported between the disc spring support platform 21a and the disc spring support platform 2c. A magnet mounting base 23 is fixedly mounted on the disc spring mounting base 21. Multiple displacement measuring permanent magnets 25 are evenly distributed circumferentially on the outer circumferential surface of the magnet mounting base 23. Multiple rotation speed measuring permanent magnets 24 are evenly distributed circumferentially on the end face of the magnet mounting base 23 away from the disc spring assembly 22. This embodiment also includes a housing 26, in which a rotation speed detection Hall sensor adapted to the rotation speed measuring permanent magnet 24 and a displacement detection Hall sensor adapted to the displacement measuring permanent magnet 25 are installed.

[0058] The disc spring mounting base 21 can move axially along the support spindle 2. Since the adjacent end faces of the disc spring mounting base 21 and the motor shaft 1a form an end-face cam motion pair c, when torque and speed change, the disc spring mounting base 21 rotates relative to the motor shaft 1a and can move axially along the support spindle 2. Through the cooperation of the displacement measuring permanent magnet 25 and the displacement detection Hall sensor, real-time speed information can be accurately obtained. Through the cooperation of the speed measuring permanent magnet 24 and the speed detection Hall sensor, real-time torque information can be easily calculated. Multiplying the speed information and torque information yields the real-time power. When the real-time power is less than the set power target range, the driver is prompted to shift from a high gear to a low gear; when the real-time power is greater than the set power target range, the driver is prompted to shift from a low gear to a high gear. Therefore, it can prompt the driver to perform gear shifting operations, reducing driving difficulty and improving driving convenience and comfort.

[0059] Example 3:

[0060] Please see Figure 5 The main structure of this embodiment is exactly the same as that of embodiment 1, except that it also includes a housing 26, a start detection permanent magnet 32 ​​is installed on the hollow lead screw 36, and a start detection Hall sensor 33 adapted to the start detection permanent magnet 32 ​​is provided on the housing 26. The start detection Hall sensor 33 is directly opposite the start detection permanent magnet 32 ​​along the axial direction of the shift shaft 3.

[0061] Therefore, whether shifting from a low gear to a high gear or vice versa, the hollow lead screw 36 drives the start detection permanent magnet 32 ​​to move synchronously during the shift. During this process, the gap between the start detection permanent magnet 32 ​​and the start detection Hall sensor 33 changes. The start detection Hall sensor 33 can sense the change in the gap between itself and the start detection permanent magnet 32, thereby sending a signal to the motor to reduce its speed and torque. This allows for very easy downshifting and upshifting, eliminating the problem of difficult upshifting. Furthermore, due to the minimal shift shock, the wear caused by shifting is also very small, significantly reducing maintenance costs and frequency. At the same time, it greatly reduces the shift jerking sensation, improving the driving experience and comfort.

[0062] Example 4:

[0063] Please see Figure 6 The main structure of this embodiment is exactly the same as that of embodiment 3, except that the connection structure between the support spindle 2 and the motor shaft 1a is different.

[0064] Specifically, the end of the support spindle 2 closest to the motor 1 is a connecting support section 2b. A disc spring stop 2c protrudes radially from the end of the connecting support section 2b away from the motor. An external spline is machined on the outer circumferential surface of the connecting support section 2b near the disc spring stop 2c. A connecting groove 1a2, adapted to the connecting support section 2b, is recessed on the outer end face of the motor shaft 1a. The end of the connecting support section 2b away from the disc spring stop 2c is embedded in the connecting groove 1a2. A disc spring mounting seat 21, capable of moving axially, is synchronously mounted on the connecting support section 2b. The disc spring mounting seat 21 and the adjacent end face of the motor shaft 1a form an end face cam motion pair c. A gap is left between the end of the disc spring mounting seat 21 away from the motor 1 and the disc spring stop 2c. The disc spring mounting base 21 has an integrally formed disc spring support platform 21a. A disc spring assembly 22 is elastically supported between the disc spring support platform 21a and the disc spring support platform 2c. A magnet mounting base 23 is fixedly mounted on the disc spring mounting base 21. Multiple displacement measuring permanent magnets 25 are evenly distributed circumferentially on the outer circumferential surface of the magnet mounting base 23. Multiple rotation speed measuring permanent magnets 24 are evenly distributed circumferentially on the end face of the magnet mounting base 23 away from the disc spring assembly 22. This embodiment also includes a housing 26, in which a rotation speed detection Hall sensor adapted to the rotation speed measuring permanent magnet 24 and a displacement detection Hall sensor adapted to the displacement measuring permanent magnet 25 are installed.

[0065] The disc spring mounting base 21 can move axially along the support spindle 2. Since the adjacent end faces of the disc spring mounting base 21 and the motor shaft 1a form an end-face cam motion pair c, when torque and speed change, the disc spring mounting base 21 rotates relative to the motor shaft 1a and can move axially along the support spindle 2. Through the cooperation of the displacement measuring permanent magnet 25 and the displacement detection Hall sensor, real-time speed information can be accurately obtained. Through the cooperation of the speed measuring permanent magnet 24 and the speed detection Hall sensor, real-time torque information can be easily calculated. Multiplying the speed information and torque information yields the real-time power. When the real-time power is less than the set power target range, the driver is prompted to shift from a high gear to a low gear; when the real-time power is greater than the set power target range, the driver is prompted to shift from a low gear to a high gear. Therefore, it can prompt the driver to perform gear shifting operations, reducing driving difficulty and improving driving convenience and comfort.

[0066] Example 5:

[0067] Please see Figure 7 The main structure of this embodiment is exactly the same as that of embodiment 1, except that this embodiment does not have a power output mechanism.

[0068] Specifically, the secondary driven gear 8 is mounted on the support spindle 2 and is connected to the adjacent end face of the support spindle 2 by teeth to achieve synchronous rotation. The power output structure 4a is a sprocket, which directly outputs power to achieve chain drive.

[0069] Example 6:

[0070] Please see Figure 8 The main structure of this embodiment is exactly the same as that of embodiment 5, except that the connection structure between the support spindle 2 and the motor shaft 1a is different.

[0071] Specifically, the end of the support spindle 2 closest to the motor 1 is a connecting support section 2b. A disc spring stop 2c protrudes radially from the end of the connecting support section 2b away from the motor. An external spline is machined on the outer circumferential surface of the connecting support section 2b near the disc spring stop 2c. A connecting groove 1a2, adapted to the connecting support section 2b, is recessed on the outer end face of the motor shaft 1a. The end of the connecting support section 2b away from the disc spring stop 2c is embedded in the connecting groove 1a2. A disc spring mounting seat 21, capable of moving axially, is synchronously mounted on the connecting support section 2b. The disc spring mounting seat 21 and the adjacent end face of the motor shaft 1a form an end face cam motion pair c. A gap is left between the end of the disc spring mounting seat 21 away from the motor 1 and the disc spring stop 2c. The disc spring mounting base 21 has an integrally formed disc spring support platform 21a. A disc spring assembly 22 is elastically supported between the disc spring support platform 21a and the disc spring support platform 2c. A magnet mounting base 23 is fixedly mounted on the disc spring mounting base 21. Multiple displacement measuring permanent magnets 25 are evenly distributed circumferentially on the outer circumferential surface of the magnet mounting base 23. Multiple rotation speed measuring permanent magnets 24 are evenly distributed circumferentially on the end face of the magnet mounting base 23 away from the disc spring assembly 22. This embodiment also includes a housing 26, in which a rotation speed detection Hall sensor adapted to the rotation speed measuring permanent magnet 24 and a displacement detection Hall sensor adapted to the displacement measuring permanent magnet 25 are installed.

[0072] The disc spring mounting base 21 can move axially along the support spindle 2. Since the adjacent end faces of the disc spring mounting base 21 and the motor shaft 1a form an end-face cam motion pair c, when torque and speed change, the disc spring mounting base 21 rotates relative to the motor shaft 1a and can move axially along the support spindle 2. Through the cooperation of the displacement measuring permanent magnet 25 and the displacement detection Hall sensor, real-time speed information can be accurately obtained. Through the cooperation of the speed measuring permanent magnet 24 and the speed detection Hall sensor, real-time torque information can be easily calculated. Multiplying the speed information and torque information yields the real-time power. When the real-time power is less than the set power target range, the driver is prompted to shift from a high gear to a low gear; when the real-time power is greater than the set power target range, the driver is prompted to shift from a low gear to a high gear. Therefore, it can prompt the driver to perform gear shifting operations, reducing driving difficulty and improving driving convenience and comfort.

[0073] Example 7:

[0074] Please see Figure 9 The main structure of this embodiment is exactly the same as that of embodiment 5, except that it also includes a housing 26, a start detection permanent magnet 32 ​​is installed on the hollow lead screw 36, and a start detection Hall sensor 33 adapted to the start detection permanent magnet 32 ​​is provided on the housing 26. The start detection Hall sensor 33 is directly opposite the start detection permanent magnet 32 ​​along the axial direction of the shift shaft 3.

[0075] Therefore, whether shifting from a low gear to a high gear or vice versa, the hollow lead screw 36 drives the start detection permanent magnet 32 ​​to move synchronously during the shift. During this process, the gap between the start detection permanent magnet 32 ​​and the start detection Hall sensor 33 changes. The start detection Hall sensor 33 can sense the change in the gap between itself and the start detection permanent magnet 32, thereby sending a signal to the motor to reduce its speed and torque. This allows for very easy downshifting and upshifting, eliminating the problem of difficult upshifting. Furthermore, due to the minimal shift shock, the wear caused by shifting is also very small, significantly reducing maintenance costs and frequency. At the same time, it greatly reduces the shift jerking sensation, improving the driving experience and comfort.

[0076] Example 8:

[0077] Please see Figure 10 The main structure of this embodiment is exactly the same as that of embodiment 7, except that the connection structure between the support spindle 2 and the motor shaft 1a is different.

[0078] Specifically, the end of the support spindle 2 closest to the motor 1 is a connecting support section 2b. A disc spring stop 2c protrudes radially from the end of the connecting support section 2b away from the motor. An external spline is machined on the outer circumferential surface of the connecting support section 2b near the disc spring stop 2c. A connecting groove 1a2, adapted to the connecting support section 2b, is recessed on the outer end face of the motor shaft 1a. The end of the connecting support section 2b away from the disc spring stop 2c is embedded in the connecting groove 1a2. A disc spring mounting seat 21, capable of moving axially, is synchronously mounted on the connecting support section 2b. The disc spring mounting seat 21 and the adjacent end face of the motor shaft 1a form an end face cam motion pair c. A gap is left between the end of the disc spring mounting seat 21 away from the motor 1 and the disc spring stop 2c. The disc spring mounting base 21 has an integrally formed disc spring support platform 21a. A disc spring assembly 22 is elastically supported between the disc spring support platform 21a and the disc spring support platform 2c. A magnet mounting base 23 is fixedly mounted on the disc spring mounting base 21. Multiple displacement measuring permanent magnets 25 are evenly distributed circumferentially on the outer circumferential surface of the magnet mounting base 23. Multiple rotation speed measuring permanent magnets 24 are evenly distributed circumferentially on the end face of the magnet mounting base 23 away from the disc spring assembly 22. This embodiment also includes a housing 26, in which a rotation speed detection Hall sensor adapted to the rotation speed measuring permanent magnet 24 and a displacement detection Hall sensor adapted to the displacement measuring permanent magnet 25 are installed.

[0079] The disc spring mounting base 21 can move axially along the support spindle 2. Since the adjacent end faces of the disc spring mounting base 21 and the motor shaft 1a form an end-face cam motion pair c, when torque and speed change, the disc spring mounting base 21 rotates relative to the motor shaft 1a and can move axially along the support spindle 2. Through the cooperation of the displacement measuring permanent magnet 25 and the displacement detection Hall sensor, real-time speed information can be accurately obtained. Through the cooperation of the speed measuring permanent magnet 24 and the speed detection Hall sensor, real-time torque information can be easily calculated. Multiplying the speed information and torque information yields the real-time power. When the real-time power is less than the set power target range, the driver is prompted to shift from a high gear to a low gear; when the real-time power is greater than the set power target range, the driver is prompted to shift from a low gear to a high gear. Therefore, it can prompt the driver to perform gear shifting operations, reducing driving difficulty and improving driving convenience and comfort.

[0080] Example 9:

[0081] Please see Figure 11 The main structure of this embodiment is exactly the same as that of embodiment 3, except that a power output mechanism is added.

[0082] Specifically, the power output mechanism of this embodiment includes an output shaft 20 parallel to the supporting spindle 2 and a drive sprocket 21 synchronously mounted on the output shaft 20. An output driven gear 20a is integrally formed on the output shaft 20, and the power output structure 4a is an output drive gear meshing with the output driven gear 20a. The output drive gear drives the output shaft 20 to rotate via the output driven gear 20a, and the output shaft 20 drives the drive sprocket 21 to rotate synchronously with it.

[0083] The outer diameter of the output driving gear is smaller than the outer diameter of the output driven gear 20a, which achieves the effect of speed reduction and torque increase.

[0084] Example 10:

[0085] Please see Figure 12 The main structure of this embodiment is exactly the same as that of embodiment 9, except that the connection structure between the support spindle 2 and the motor shaft 1a is different.

[0086] Specifically, the end of the support spindle 2 closest to the motor 1 is a connecting support section 2b. A disc spring stop 2c protrudes radially from the end of the connecting support section 2b away from the motor. An external spline is machined on the outer circumferential surface of the connecting support section 2b near the disc spring stop 2c. A connecting groove 1a2, adapted to the connecting support section 2b, is recessed on the outer end face of the motor shaft 1a. The end of the connecting support section 2b away from the disc spring stop 2c is embedded in the connecting groove 1a2. A disc spring mounting seat 21, capable of moving axially, is synchronously mounted on the connecting support section 2b. The disc spring mounting seat 21 and the adjacent end face of the motor shaft 1a form an end face cam motion pair c. A gap is left between the end of the disc spring mounting seat 21 away from the motor 1 and the disc spring stop 2c. The disc spring mounting base 21 has an integrally formed disc spring support platform 21a. A disc spring assembly 22 is elastically supported between the disc spring support platform 21a and the disc spring support platform 2c. A magnet mounting base 23 is fixedly mounted on the disc spring mounting base 21. Multiple displacement measuring permanent magnets 25 are evenly distributed circumferentially on the outer circumferential surface of the magnet mounting base 23. Multiple rotation speed measuring permanent magnets 24 are evenly distributed circumferentially on the end face of the magnet mounting base 23 away from the disc spring assembly 22. This embodiment also includes a housing 26, in which a rotation speed detection Hall sensor adapted to the rotation speed measuring permanent magnet 24 and a displacement detection Hall sensor adapted to the displacement measuring permanent magnet 25 are installed.

[0087] The disc spring mounting base 21 can move axially along the support spindle 2. Since the adjacent end faces of the disc spring mounting base 21 and the motor shaft 1a form an end-face cam motion pair c, when torque and speed change, the disc spring mounting base 21 rotates relative to the motor shaft 1a and can move axially along the support spindle 2. Through the cooperation of the displacement measuring permanent magnet 25 and the displacement detection Hall sensor, real-time speed information can be accurately obtained. Through the cooperation of the speed measuring permanent magnet 24 and the speed detection Hall sensor, real-time torque information can be easily calculated. Multiplying the speed information and torque information yields the real-time power. When the real-time power is less than the set power target range, the driver is prompted to shift from a high gear to a low gear; when the real-time power is greater than the set power target range, the driver is prompted to shift from a low gear to a high gear. Therefore, it can prompt the driver to perform gear shifting operations, reducing driving difficulty and improving driving convenience and comfort.

[0088] Example 11:

[0089] Please see Figure 13 The main structure of this embodiment is exactly the same as that of embodiment 9, except that it also includes a housing 26, a start detection permanent magnet 32 ​​is installed on the hollow lead screw 36, and a start detection Hall sensor 33 adapted to the start detection permanent magnet 32 ​​is provided on the housing 26. The start detection Hall sensor 33 is directly opposite the start detection permanent magnet 32 ​​along the axial direction of the shift shaft 3.

[0090] Therefore, whether shifting from a low gear to a high gear or vice versa, the hollow lead screw 36 drives the start detection permanent magnet 32 ​​to move synchronously during the shift. During this process, the gap between the start detection permanent magnet 32 ​​and the start detection Hall sensor 33 changes. The start detection Hall sensor 33 can sense the change in the gap between itself and the start detection permanent magnet 32, thereby sending a signal to the motor to reduce its speed and torque. This allows for very easy downshifting and upshifting, eliminating the problem of difficult upshifting. Furthermore, due to the minimal shift shock, the wear caused by shifting is also very small, significantly reducing maintenance costs and frequency. At the same time, it greatly reduces the shift jerking sensation, improving the driving experience and comfort.

[0091] Example 12:

[0092] Please see Figure 14 The main structure of this embodiment is exactly the same as that of embodiment 11, except that the connection structure between the support spindle 2 and the motor shaft 1a is different.

[0093] Specifically, the end of the support spindle 2 closest to the motor 1 is a connecting support section 2b. A disc spring stop 2c protrudes radially from the end of the connecting support section 2b away from the motor. An external spline is machined on the outer circumferential surface of the connecting support section 2b near the disc spring stop 2c. A connecting groove 1a2, adapted to the connecting support section 2b, is recessed on the outer end face of the motor shaft 1a. The end of the connecting support section 2b away from the disc spring stop 2c is embedded in the connecting groove 1a2. A disc spring mounting seat 21, capable of moving axially, is synchronously mounted on the connecting support section 2b. The disc spring mounting seat 21 and the adjacent end face of the motor shaft 1a form an end face cam motion pair c. A gap is left between the end of the disc spring mounting seat 21 away from the motor 1 and the disc spring stop 2c. The disc spring mounting base 21 has an integrally formed disc spring support platform 21a. A disc spring assembly 22 is elastically supported between the disc spring support platform 21a and the disc spring support platform 2c. A magnet mounting base 23 is fixedly mounted on the disc spring mounting base 21. Multiple displacement measuring permanent magnets 25 are evenly distributed circumferentially on the outer circumferential surface of the magnet mounting base 23. Multiple rotation speed measuring permanent magnets 24 are evenly distributed circumferentially on the end face of the magnet mounting base 23 away from the disc spring assembly 22. This embodiment also includes a housing 26, in which a rotation speed detection Hall sensor adapted to the rotation speed measuring permanent magnet 24 and a displacement detection Hall sensor adapted to the displacement measuring permanent magnet 25 are installed.

[0094] The disc spring mounting base 21 can move axially along the support spindle 2. Since the adjacent end faces of the disc spring mounting base 21 and the motor shaft 1a form an end-face cam motion pair c, when torque and speed change, the disc spring mounting base 21 rotates relative to the motor shaft 1a and can move axially along the support spindle 2. Through the cooperation of the displacement measuring permanent magnet 25 and the displacement detection Hall sensor, real-time speed information can be accurately obtained. Through the cooperation of the speed measuring permanent magnet 24 and the speed detection Hall sensor, real-time torque information can be easily calculated. Multiplying the speed information and torque information yields the real-time power. When the real-time power is less than the set power target range, the driver is prompted to shift from a high gear to a low gear; when the real-time power is greater than the set power target range, the driver is prompted to shift from a low gear to a high gear. Therefore, it can prompt the driver to perform gear shifting operations, reducing driving difficulty and improving driving convenience and comfort.

[0095] Finally, it should be noted that the above description is merely a preferred embodiment of the present utility model. Those skilled in the art, under the guidance of the present utility model, can make various similar representations without departing from the spirit and claims of the present utility model, and such modifications all fall within the protection scope of the present utility model.

Claims

1. An electric control no-stop parking worm and gear two-gear variable speed electric drive system, comprising a motor, a supporting mandrel coaxially connected with a motor shaft of the motor in a synchronous rotation manner, and a gear shifting shaft coaxially arranged at an end of the supporting mandrel away from the motor, a transmission shaft sleeve being rotatably sleeved on the supporting mandrel, a power output structure being integrally formed on the transmission shaft sleeve, a gear shifting tooth hub being fixedly sleeved on the gear shifting shaft and matched with the supporting mandrel in a spline manner, a high-speed gear combining gear being fixedly sleeved on the transmission shaft sleeve, and a low-speed gear combining gear being rotatably sleeved on the gear shifting shaft. The low-speed transmission mechanism comprises a front speed reduction transmission assembly, an overrunning clutch and a rear speed reduction transmission assembly, the low-speed gear combination gear can sequentially transmit power to the transmission shaft sleeve through the front speed reduction transmission assembly, the overrunning clutch and the rear speed reduction transmission assembly, the outer edge of the shift hub is fixedly connected with a shift sleeve, and the inner circumferential surface of the shift sleeve is formed with a driving combination gear which can be combined with the high-speed gear combination gear or the low-speed gear combination gear; The shift shaft is rotatably sleeved with a hollow screw rod for driving axial movement, the hollow screw rod is externally sleeved with a worm gear which forms a screw nut motion pair with the hollow screw rod, the worm gear and the worm form a worm gear and worm motion pair, and the worm rotates synchronously with the motor shaft of the shift motor; The shift motor can control the hollow screw rod to drive the shift shaft to approach or move away from the support mandrel through forward and reverse rotation of the motor shaft, so as to control the driving combination gear to be combined with the high-speed gear combination gear or the low-speed gear combination gear; when the driving combination gear is combined with the high-speed gear combination gear, the overrunning clutch is in an overrunning state; when the driving combination gear is combined with the low-speed gear combination gear, the overrunning clutch is in a combined state.

2. The electrically variable stop transmission system of claim 1, wherein: The high-speed gear combination gear and the low-speed gear combination gear are respectively sleeved with a first synchronous ring and a second synchronous ring on the side close to the shift hub, the high-speed gear combination gear, the low-speed gear combination gear, the first synchronous ring and the second synchronous ring are all provided with driven combination gears which are matched with the driving combination gear, and the shift sleeve can be switched between the high-speed gear position, the synchronous exchange position and the low-speed gear position; When the shift sleeve is in the high-speed gear position, the driving combination gear is only combined with the driven combination gears of the high-speed gear combination gear and the first synchronous ring, at this time, the overrunning clutch is in an overrunning state; when the shift sleeve is in the synchronous exchange position, the driving combination gear is only combined with the driven combination gears of the first synchronous ring and the second synchronous ring; when the shift sleeve is in the low-speed gear position, the driving combination gear is only combined with the driven combination gears of the low-speed gear combination gear and the second synchronous ring, at this time, the overrunning clutch is in a combined state.

3. The electrically variable no-park two-speed worm gear electric drive system of claim 2, wherein: The rear speed reduction transmission assembly comprises a secondary shaft which is parallel to the support mandrel, a secondary driving gear which is integrally formed on the secondary shaft, and a secondary driven gear which rotates synchronously with the transmission shaft sleeve, the secondary driving gear is engaged with the secondary driven gear, the overrunning clutch is sleeved on the secondary shaft, and the front speed reduction transmission assembly comprises a primary driving gear which is rotatably sleeved on the transmission shaft sleeve and an outer ring sleeve which is fixedly connected with the low-speed gear combination gear, the outer ring of the overrunning clutch is integrally formed with a primary driven gear which is engaged with the primary driving gear, and the outer ring sleeve surrounds the shift sleeve and rotates synchronously with the primary driving gear; The primary driving gear is supported on the transmission shaft sleeve through the first needle bearing and has an inner connecting sleeve which protrudes towards the high-speed gear combination gear, a first synchronous connecting gear is protruded on the outer edge of the side of the inner connecting sleeve close to the high-speed gear combination gear, the outer ring sleeve has an outer connecting sleeve which is sleeved outside the inner connecting sleeve on the side close to the primary driving gear, and a second synchronous connecting gear is formed on the inner wall of the outer connecting sleeve and combined with the first synchronous connecting gear; The shift gear hub comprises a middle sleeve part and a support disc part integrally formed outside the middle sleeve part, the middle sleeve part is fixedly sleeved on the shift shaft near one end of the shift shaft, the middle sleeve part is in spline fit with the corresponding end part of the support core shaft, the shift sleeve is locked on the outer circumferential surface of the support disc part through a plurality of screws, the support disc part is provided with oil holes uniformly distributed in the circumferential direction, and the low-speed gear combination gear is supported on the middle sleeve part through the second needle bearing.

4. The electrically variable no-park two-speed worm gear electric drive system of claim 2, wherein: The two sides of the driving combination tooth end part are recessed to form first combination grooves, the groove depths of the first combination grooves gradually decrease towards the adjacent end part of the driving combination tooth, and the end part of the driven combination tooth away from the shift gear hub is recessed to form second combination grooves matched with the first combination grooves. When the shift sleeve is in the high-speed gear position, the first combination grooves near the one end of each driving combination tooth are respectively clamped into the corresponding second combination grooves on the high-speed gear combination gear; when the shift sleeve is in the synchronous shift position, the first combination grooves at the two ends of each driving combination tooth are respectively clamped into the corresponding second combination grooves on the first and second synchronous rings; and when the shift sleeve is in the low-speed gear position, the first combination grooves near the one end of each driving combination tooth are respectively clamped into the corresponding second combination grooves on the low-speed gear combination gear.

5. The electrically variable no-park two-speed worm gear electric drive system of claim 1, wherein: The box is further provided with a starting detection Hall sensor matched with the starting detection permanent magnet, and the starting detection Hall sensor faces the starting detection permanent magnet along the axial direction of the shift shaft.

6. The electrically variable no-park two-speed worm gear electric drive system of claim 1 or 5, wherein: The power output mechanism comprises an output gear shaft parallel to the support core shaft and a differential mechanism, the output gear shaft is integrally provided with an output primary driven gear and an output secondary driving gear, the power output structure is an output primary driving tooth meshing with the output primary driven gear, and the output secondary driving gear is meshed with a differential input gear of the differential mechanism.

7. The electrically variable no-park worm and gear two-speed transmission electric drive system of claim 3, wherein: The secondary driven gear is sleeved on the support core shaft and connected with the adjacent end surface of the support core shaft through teeth to realize synchronous rotation, and the power output structure is a chain wheel.

8. The electrically variable no-park worm and gear two-speed transmission electric drive system according to claim 1 or 5, characterized in that: The power output mechanism comprises an output shaft parallel to the support core shaft and a driving chain wheel synchronously sleeved on the output shaft, the output shaft is integrally provided with an output driven gear, and the power output structure is an output driving tooth meshing with the output driven gear.

9. The electrically variable no-park two-speed worm gear electric drive system of claim 1 or 5, wherein: The end part near the motor of the support core shaft is a spline end head, the outer end surface of the motor shaft is recessed to form a spline groove matched with the spline end head, and the spline end head is embedded in the spline groove in spline fit.

10. The electrically variable no-park two-speed worm gear electric drive system of claim 1 or 5, wherein: The support shaft is connected with the support section, the support section is radially protruded to form a disc spring stop table away from the motor, an outer spline is processed on the outer circumferential surface of the support section near the disc spring stop table, a connecting groove is recessed on the outer end surface of the motor shaft, the end of the support section away from the disc spring stop table is embedded in the connecting groove, a disc spring mounting seat capable of moving along the axial direction is synchronously sleeved on the support section, the disc spring mounting seat and the adjacent end surface of the motor shaft form an end cam pair, a gap is left between the end of the disc spring mounting seat away from the motor and the disc spring stop table, a disc spring support stop table is integrally formed on the disc spring mounting seat, a disc spring group is sleeved on the disc spring mounting seat and elastically supported between the disc spring support stop table and the disc spring stop table, a magnet mounting seat is fixedly installed on the disc spring mounting seat, a plurality of displacement measurement permanent magnets are uniformly distributed on the outer circumferential surface of the magnet mounting seat, a plurality of rotation speed measurement permanent magnets are uniformly distributed on the end surface of the magnet mounting seat away from the disc spring group, a box body is further included, a rotation speed detection Hall sensor matched with the rotation speed measurement permanent magnet and a displacement detection Hall sensor matched with the displacement measurement permanent magnet are installed in the box body.

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