CN101168346A - Electric vehicle adaptive transmission sensing two-speed automatic variable speed electric hub - Google Patents

Abstract

The invention relates to an electric wheel hub with self-adaptive transmission and two-speed automatic transmission of an electric vehicle, including a motor stator, a wheel hub, a wheel rim and a tire that are matched and connected to the right part of the center shaft, and is characterized in that a fixed support plate is arranged in the wheel hub, and a left-turning The tray is connected to the right rotary tray fixedly connected with the motor rotor; an adaptive transmission sensor mechanism is arranged on the left part of the central shaft, and a coupling is arranged on the left end of the transmission shaft cylinder of the mechanism, and the coupling and the transmission shaft There is a constant velocity transmission mechanism in the hub, and the cooperation between the constant velocity driven gear of this mechanism and the transmission shaft cylinder is the first overrunning clutch structure; there is also a reduction transmission mechanism in the hub. The cooperation between the reduction driven gear of the mechanism and the transmission shaft cylinder is a second overrunning clutch structure. The invention can automatically change the speed ratio and the transmission torque ratio, and synchronously and properly control the battery power supply, and can also automatically change gears.

Description

Electric vehicle adaptive transmission sensing two-speed automatic variable speed electric hub

technical field

The invention relates to a two-speed automatic variable-speed electric wheel hub with self-adaptive transmission and sensing for an electric vehicle.

Background technique

At present, electric motorcycles/electric bicycles are divided into central type and hub type according to the installation position of the motor, with the hub type being the main type. Its control mode uses the speed control handle/accelerator pedal to directly control the motor current and speed; due to the complex structure, difficult control and high price of the automatic transmission system, power equipment is rarely used. Due to the lack of a driving torque-driving resistance sensing device and a mechanical automatic shifting device, it cannot reflect the driving torque of the motor, the mechanical efficiency loss and motion resistance of the drive train, and the change in the drive inertia of the wheels and the rotating parts of the drive train, so it does not have automatic adjustment Motor drive torque as a function of running resistance. The name of CN2151893 announcement is called the utility model patent of " the speed control device of electric motorcycle ", is exactly a kind of by the rider and controls the speed regulating mechanism by very simple operation, reaches the purpose of controlling the speed of electric motorcycle. This kind of operation and control by the rider only based on experience without knowing the driving resistance can not solve the torque-speed characteristics of electric motorcycles and electric bicycle motors, and is very incompatible with the driving requirements of the vehicle. On the contrary, it is difficult to achieve precise control of scientific problems. Therefore, the speed of the vehicle is often changed suddenly, and the drive motor is operated under an unsteady working condition. It is difficult to match the power of the driving motor with the driving resistance. The efficiency of the driving motor decreases with the decrease of the speed when starting, uphill and under heavy load, while the driving resistance increases with the increase of the slope, forcing the motor to work in the low efficiency area, making the The motor stalls, heats up, or even stops rotating, while forcing the battery to draw high current and deep discharge. It directly affects the power, economy and safety of electric motorcycles. The main problems are as follows: First, it often causes sudden high current and deep discharge of the battery, causing the motor to block and heat up, causing damage to the electrical control system of the vehicle and shortening the life of important components such as the motor, battery and controller (ECU); The reason is that the control system does not have the function of self-adaptation, and cannot automatically detect, correct and eliminate the driver's operation errors; the third is that it is difficult to integrate intelligent synchronous and accurate control of steering and braking, and the safety is poor; the fourth is that the continuation distance is short and the climbing ability is poor , the scope of adaptation is small. The utility model patent with the patent number ZL200520009329.0 and the name "Motorcycle Hall Differential Adaptive Transmission Sensing Device" discloses an adaptive transmission sensing device, which can directly participate in the transmission and simultaneously Detect torque and speed signals, provide data for the motorcycle controller, and make the control system have an adaptive function. But it can't change gears automatically. Therefore, a breakthrough improvement is needed in the construction of the existing electric motorcycle drive train.

Contents of the invention

The purpose of the present invention is to provide a two-speed automatic transmission electric wheel hub with self-adaptive transmission and sensing for electric vehicles, which can self-adaptive and automatic transmission and shifting. During the driving and shifting process, the driving torque, speed and driving resistance of the motor can be detected synchronously and in real time. , and transmit the data to the controller (ECU), optimize the control of the battery and the motor, so that the driving torque and comprehensive driving resistance of the electric motorcycle are harmoniously balanced.

The self-adaptive transmission sensing two-speed automatic variable-speed electric wheel hub of an electric vehicle according to the present invention includes a center shaft, a motor stator fixedly fitted and connected to the right part of the center shaft, a wheel hub, a wheel rim directly connected to the wheel hub, tires, and a power cord of the motor Lead out from the center hole at the right end of the center shaft and connect with the vehicle power supply through the controller, which is characterized in that:

a. In the middle of the hub, there is a fixed support plate that is splined with the central shaft. There is a left rotary tray in the left end, and a right rotary tray in the right end. The outer part of the right rotary tray near the edge is fixedly connected with the motor rotor. ; Between the left rotary tray and the fixed support plate, there are constant speed transmission shafts and deceleration transmission shafts with two ends respectively matched with the two plates through bearings;

The fixed support disc fits in the middle of the hub through the first bearing, and the left rotary disc fits in the left end of the hub through the second bearing. The fixed support disc and the left rotary disc are positioned and connected by more than two support bolts to form a support frame; The pallet fits in the right end of the hub through the third bearing;

b. There is an adaptive transmission sensor mechanism on the left part of the central shaft. The two ends of the transmission shaft cylinder of this mechanism cooperate with the central shaft through the fourth bearing and the fifth bearing, and the middle part of the transmission shaft cylinder connects with the left The central part of the rotary tray is matched; at the left end of the transmission shaft cylinder, there is a coupling composed of the first half coupling and the second half coupling. The first half coupling of the coupling and the transmission shaft cylinder Fittingly connected and close to the disk spring on the left part of the transmission shaft cylinder, the second half coupling is fixedly connected to the hub; the mechanism also includes a displacement sensing device at the first notch on the left part of the central shaft , the lead wire of the sensor of the device is led out from the center hole at the left end of the central axis, and connected with the controller;

The combined end faces of the first half-coupling and the second half-coupling of the coupling are wave-shaped, and the fitting connection between the first half-coupling and the transmission shaft cylinder is a ball spline structure. The half-coupling and the transmission shaft cylinder are connected together and are composed of spline grooves corresponding to each other and steel balls arranged in the spline grooves.

The transmission shaft tube transmits the output torque of the electric motor, which is transmitted to the wheel hub through the coupling composed of the first half coupling and the second half coupling, so that the wheel rotates. When the output torque matches the driving resistance, the first half coupling and the second half coupling keep synchronous rotation without displacement between each other; when the driving resistance increases, such as when climbing a hill, the output torque and the driving resistance If they do not match, the first half coupling and the second half coupling will rotate asynchronously, and the first half coupling that cooperates with the drive shaft cylinder as a ball spline moves to the right while rotating, and the disc spring It is compressed, and the displacement signal is transmitted to the displacement sensing device connected with the disc spring, and then transmitted to the controller. The displacement here is in a linear relationship with the driving resistance, so it is essentially a torque signal; after being processed by the controller, A command to increase the output torque is issued, and the first half-coupling, which is matched with the ball spline of the transmission shaft, gradually moves to the left under the action of the return spring, and the disk spring is gradually loosened until the output torque is equal to the driving resistance. When matched, the disc spring returns to its original position, and this cycle repeats, so that the driving torque and driving resistance of the electric motorcycle are harmoniously balanced, and the rider is safe and comfortable.

c. There is a constant velocity transmission mechanism inside the wheel hub. The constant velocity driving gear of this mechanism is positioned and connected to the center of the inner side of the right rotary tray, and is matched with the first constant velocity transition gear connected to the right end of the constant velocity transmission shaft and the constant velocity driving gear. Gear meshing, the second constant velocity transition gear connected to the left part of the constant velocity transmission shaft meshes with the constant velocity driven gear on the right part of the transmission shaft cylinder; the cooperation between the constant velocity driven gear and the transmission shaft cylinder is the first One overrunning clutch structure;

The structure of the first overrunning clutch includes: a first sleeve arranged between the inner ring of the constant velocity driven gear and the outer circle corresponding to the transmission shaft cylinder, the seventh bearing and the eighth bearing respectively fitted on both sides of the first sleeve, A plurality of first "T"-shaped top blocks on the first socket, the middle part is in contact with the upper end of the first "T"-shaped top block, and the first outer clutch is in contact with the outer ring of the seventh bearing and the eighth bearing at both ends. Roller, the first inner clutch roller contacting the lower end of the first "T" shaped top block, the first outer clutch roller set on the inner ring of the constant velocity driven gear, the bottom of which is involute cam-shaped first deep In the pit, the first compression spring set in the first deep pit is in close contact with one side of the first outer clutch roller; one side of the first inner clutch roller is located at the left lower In the first shallow dimple in the shape of an involute cam on the right high.

When the output torque matches the driving resistance, the first half coupling and the second half coupling rotate synchronously, and the first overrunning clutch between the constant velocity driven gear and the transmission shaft cylinder is in a combined state, that is, the first The first inner clutch roller between a shallow pit and the lower end of the first "T"-shaped top block is at the height of the first shallow pit, and the first "T"-shaped top block is pushed up radially outward , keep the first outer clutch roller between the first deep pit and the middle of the upper end of the first "T" shaped top block in close contact with the first deep pit, so that the torque output by the motor is controlled by the motor rotor → Constant velocity driving gear → first constant velocity overgear → second constant velocity overgear → constant velocity driven gear → first overrunning clutch → transmission shaft tube → first half coupling → second half coupling → wheel hub, Keep the motorcycle running at constant speed.

d. There is also a reduction transmission mechanism in the hub, the reduction driving gear of this mechanism is overlapped with the constant speed driving gear, and the first reduction transition gear connected to the right end of the reduction transmission shaft is meshed with the reduction driving gear, and is connected together The second deceleration transition gear in the middle of the deceleration transmission shaft meshes with the deceleration driven gear on the right part of the transmission shaft cylinder; the cooperation between the deceleration driven gear and the transmission shaft cylinder is the second overrunning clutch cooperation structure, and its clutch state is the same as that of the transmission shaft cylinder. The first overrunning clutch between the constant velocity driven gear and the transmission shaft cylinder is opposite.

The structure of the second overrunning clutch includes: a second sleeve arranged between the inner ring of the reduction driven gear and the outer circle corresponding to the transmission shaft cylinder, the ninth bearing and the tenth bearing respectively fitted on both sides of the second sleeve, A plurality of second "T"-shaped top blocks on the second sleeve, the middle part is in contact with the upper end of the second "T"-shaped top block, and the second outer clutch roller is in contact with the outer ring of the ninth bearing and the tenth bearing at both ends The second inner clutch roller which is in contact with the lower end of the second "T" shaped top block, the second outer clutch roller is set in the second deep pit in the shape of an involute cam at the bottom of the inner ring of the reduction driven gear , the second compression spring set in the second deep pit is in close contact with one side of the second outer clutch roller; one side of the second inner clutch roller is located on the right side of the transmission shaft cylinder on the right in the second shallow recess in the shape of an involute cam.

When the output torque does not match the driving resistance, the first half coupling and the second half coupling rotate asynchronously, and the first overrunning clutch between the constant velocity driven gear and the transmission shaft tube is in a disengaged state, that is, the setting The first inner clutch roller between the first shallow pit and the lower end of the first "T"-shaped top block is at the lower part of the first shallow pit, and the first "T"-shaped top block is retracted radially inward , so that the first outer clutch roller located between the first deep pit and the upper end of the first "T"-shaped top block is out of contact with the first deep pit, and the two ends of the first outer clutch roller ride on the On the outer rings of the seventh bearing and the eighth bearing, the constant speed driven gear is idling; at this time, the second overrunning clutch between the reduction driven gear and the transmission shaft tube is in a combined state, that is, it is located in the second shallow pit The second inner clutch roller between the lower end of the second "T"-shaped top block is at the high part of the second shallow pit, and the second "T"-shaped top block is pushed outward from the radial direction, so that the The second outer clutch roller between the second deep pit and the upper end of the second "T" shaped top block keeps in close contact with the second deep pit, so that the torque output by the motor is changed from the motor rotor → the reduction driving gear → the first Deceleration transition gear → second deceleration transition gear → deceleration driven gear → second overrunning clutch → drive shaft tube → first half coupling → second half coupling → wheel hub, so that the motorcycle is in a decelerating state. Conversely, when the first overrunning clutch between the constant velocity driven gear and the transmission shaft cylinder is in the engaged state, and when the second overrunning clutch between the reduction driven gear and the transmission shaft cylinder is in the disengaged state, the second outer clutch roller The two ends of the two rods ride on the outer rings of the ninth bearing and the tenth bearing, and the reduction driven gear idles, thereby realizing automatic gear shifting.

The displacement push plate of the displacement sensing device of the electric vehicle adaptive transmission sensing two-speed automatic variable speed electric hub passes through the second notch on the transmission shaft tube, and its left side is connected with the first half coupling, and its right side is Close to the disc spring, the sensing element of the device is set on a bracket, which is located in the first notch on the left side of the central shaft. A plane bearing is arranged between one side of the bracket and the displacement push plate, and the other side of the bracket A return spring is provided; the sensor of the displacement sensing device is arranged at the left end of the first notch on the left part of the central shaft and corresponds to the sensing element. The sensor is a Hall sensor, and the sensing element is a magnetic steel.

Compared with the prior art, the present invention has the following advantages: when the vehicle is running smoothly, it can increase the torque transmitted by the motor to the driving wheels and adjust the variation range of the rotational speed, intelligently identify different road conditions and working conditions, and then according to the driving speed The most important thing is that the speed ratio and transmission torque ratio can be changed automatically, and the power supply of the battery can be properly controlled synchronously to generate the driving torque and speed required by the motor, which can not only make the electric motorcycle/electric bicycle drive forward, It can also automatically change gears without interrupting the power transmission of the motor; it can also make the electric motorcycle/electric bicycle start, turn, brake, slide, etc. smoothly. Therefore, it meets the needs of the electric motorcycle/electric bicycle driving force in various situations, reduces the fatigue of the driver, can make the driving torque and comprehensive driving resistance of the electric motorcycle harmoniously balanced, and realizes the improvement of the average speed and ride comfort .

Description of drawings

Fig. 1 is a structural schematic diagram of the present invention.

Fig. 2 is an A-A sectional view of Fig. 1 .

Fig. 3 is a B-B sectional view of Fig. 1 .

Fig. 4 is a C-C sectional view of Fig. 1 .

Fig. 5 is a D-D sectional view of Fig. 1 .

Fig. 6 is a structural schematic diagram of the drive shaft cylinder.

Fig. 7 is a B-B sectional view of Fig. 6 .

Fig. 8 is a C-C sectional view of Fig. 6 .

Fig. 9 is a D-D sectional view of Fig. 6 .

Fig. 10 is a schematic structural view of the first half coupling.

Fig. 11 is a left side view of Fig. 10 .

Fig. 12 is a schematic structural view of the second half coupling.

Fig. 13 is a right side view of Fig. 12 .

Fig. 14 is a structural schematic diagram of the first overrunning clutch.

Fig. 15 is a structural schematic diagram of the second overrunning clutch.

Fig. 16 is a structural schematic diagram of the first socket/second socket.

Fig. 17 is a left side view of Fig. 16 .

Fig. 18 is a right side view of Fig. 16 .

Fig. 19 is a sectional view taken along line A-A of Fig. 16 .

Detailed ways

The present invention will be further described below in conjunction with the accompanying drawings.

Referring to Figure 1 and Figure 3, the rim 4 is directly connected to the hub 3, the tire 5 is installed on the rim, and the fixed support plate 6 is matched with the spline on the central shaft 1, and then fitted in the middle of the hub through the first bearing 6-1 Inside;

Referring to Fig. 1 and Fig. 4, the right end of the constant velocity drive shaft 9 is fitted and connected to the fixed support plate 6 through a bearing, and its right end passes through the fixed support plate to cooperate with the first constant velocity transition gear 13-1, and the second constant velocity transition gear 13-1. The transition gear 13-2 is installed on the left end of the constant velocity transmission shaft; the right end of the reduction transmission shaft 10 is connected to the fixed support plate 6 through a bearing, and its right end passes through the fixed support plate to cooperate with the first reduction transition gear 15-1 Connect, the second reduction transition gear 15-2 is installed in the middle part of the reduction drive shaft.

Referring to Fig. 1 and Fig. 6, both ends of the transmission shaft cylinder 12 of the adaptive transmission sensing mechanism are fitted on the left part of the center shaft 1 through the fourth bearing 12-1 and the fifth bearing 12-2.

Referring to Fig. 1, Fig. 9 and Fig. 15, the second bushing 16 of the second overrunning clutch is installed on the right part of the transmission shaft cylinder 12 in the second shallow recess 12-10 in the shape of an involute cam, which is high on the left and low on the right. , the second inner clutch roller 16-5 is installed in the second shallow pit, the ninth bearing 16-1 and the tenth bearing 16-2 are respectively fitted on both sides of the second bushing, multiple second "T" Shape top block 16-3 is installed on the second nipple; The second outer clutch roller 16-4 is installed on the inner ring of reduction driven gear 15-3 and the bottom is the second deep pit 15 of involute cam shape -4, the second compression spring 16-6 located in the second deep pit is close to one side of the second outer clutch roller; the reduction driven gear 15-3 is sleeved on the second socket 16, and the second The middle part of the two outer clutch rollers 16-5 is in contact with the upper end of the second "T" shaped top block 16-3 and the two ends are in contact with the outer rings of the ninth bearing and the tenth bearing; the reduction driven gear 15-3 is in contact with the installation The second reduction transition gear 15-2 meshing in the reduction drive shaft middle part.

Referring to Fig. 1, Fig. 8 and Fig. 14, the first sleeve 14 of the first overrunning clutch is installed at the first shallow pit 12-9 in the shape of an involute cam, which is low on the left and high on the right, on the right part of the drive shaft cylinder , the first inner clutch roller 14-5 is installed in the first shallow pit, the seventh bearing 14-1 and the eighth bearing 14-2 are respectively fitted on both sides of the first nipple, multiple first "T" shaped The top block 14-3 is installed on the first sleeve; the first outer clutch roller 14-4 is installed on the inner ring of the constant velocity driven gear 13-3, and the bottom is the first deep pit 13 in the shape of an involute cam -4, the first compression spring 14-6 located in the first deep pit is in close contact with one side of the first outer clutch roller; the constant velocity driven gear 13-3 is sleeved on the first sleeve 14, The middle part of the first outer clutch roller 14-5 is in contact with the upper end of the first "T" shaped top block 14-3 and both ends are in contact with the outer rings of the seventh bearing and the eighth bearing; the constant velocity driven gear 13-3 Mesh with the first constant velocity transition gear 13-2 installed on the left end of the constant velocity transmission shaft.

Referring to Fig. 1 and Fig. 2, the middle part of the transmission shaft cylinder is matched with the center part of the left rotary tray 7 through the sixth bearing 12-3, and the right ends of the constant velocity transmission shaft 9 and the deceleration transmission shaft 10 are respectively connected to the left rotary tray through bearings. Above, the left rotary disc fits in the left end of the hub 3 through the second bearing 7-1, and four support bolts 11 pass through the left rotary disc 7 and the fixed support disc 6 to form a support frame.

Referring to Fig. 1, Fig. 10, Fig. 11, Fig. 12 and Fig. 13, the return spring 12-15 of the displacement sensing device is installed on the central shaft, and the bracket with the sensing element-magnetic steel 12-13 is located on the left side of the central shaft In the first notch 1-1 of the part, the right side of the bracket is close to the return spring; the sensor of the displacement sensing device-Hall sensor 12-16 is installed on the left end of the first notch on the left side of the central axis and is connected with the Corresponding to the sensing element-magnetic steel 12-13, the lead wire of the Hall sensor is led out from the center hole at the left end of the central shaft and connected with the controller; the disc spring 12-6 of the displacement sensing device is installed on the transmission shaft cylinder, and the displacement sensing The displacement push plate 12-11 of the device passes through the second notch 12-12 on the transmission shaft cylinder, and its right side is close to the disc spring 12-6 and the plane bearing 12-14, and the right side of the plane bearing is connected with the sensor The left side of the bracket of element-magnetic steel 12-13 is close to; the first half-coupling 12-4 of the coupling of the self-adaptive transmission sensing mechanism is matched on the transmission shaft cylinder 12, and the second half-coupling 12 -5 is fixedly connected with the hub 3 through the connecting piece; the first half coupling and the transmission shaft cylinder are connected in a ball spline structure, which is installed at the joint connection part of the first half coupling and the transmission shaft cylinder And the spline groove 12-7 corresponding to each other and the steel ball 12-8 arranged in the spline groove are composed, and the steel ball installed in the spline groove is the ball spline; the first half of the coupling and the second half of the coupling The combined end surface of the coupling half is wave-shaped. This structure makes the cooperation between the first coupling half and the transmission shaft cylinder flexible and reliable. The signal of resistance change is transmitted in time.

Referring to Fig. 1 and Fig. 5, the deceleration driving gear 15 and the constant velocity driving gear 13 are overlapped and connected together and installed on the central shaft, located on the right side of the fixed support plate 6, and the right rotary tray 8 is installed on the central shaft, through the third bearing 8-1 fits in the right end of the wheel hub, and is positioned and connected with the constant velocity driving gear 13 by screws; the motor stator 2 is fixedly fitted and connected to the right part of the central shaft, and the motor rotor 2-1 is fixedly connected to the outer side of the right rotary tray 8 close to the edge The power line of the motor is led out from the center hole at the right end of the center shaft and connected to the vehicle power supply through the controller.

Claims (7)

1. electric vehicle self-adapting transmission sensing two-shift automatic variable speed electric wheel hub, comprise that axis (1), heavy keying fit are connected the motor stator 2 of axis right part), wheel hub (3), with the direct coupled wheel rim of wheel hub (4), tire (5), the power lead of electrical motor is drawn via controller from the centre hole of axis right-hand member and is connected with vehicle power, it is characterized in that:

A, to be provided with in the middle part of wheel hub (3) with axis be to be provided with in left side revolution pallet (7), the right-hand member in the fixed pedestal dish (6), left end of spline fitted to be provided with right-hand rotation pallet (8), captives joint with motor rotor (2-1) in submarginal position, the right-hand rotation pallet outside; Between left side revolution pallet (7) and fixed pedestal dish (6), be provided with constant speed transmission shaft (9) and deceleration transmission axle (10) that two ends cooperate with two dishes by bearing respectively;

B, be provided with an adaptive transmission sensing mechanism at the left part of axis (1), the two ends of the transmission beam barrel (12) of this mechanism cooperate with axis by the 4th bearing (12-1) and the 5th bearing (12-2), and the middle part of transmission beam barrel cooperates by the centre of the 6th bearing (12-3) with left side revolution pallet (7); Be provided with the coupler of forming by first half a coupler (12-4) and second half a coupler (12-5) in the left part of transmission beam barrel, first half a coupler of coupler and transmission beam barrel be connected and with the disk spring that is located at transmission beam barrel left part (12-6) near, second half a coupler is captiveed joint with wheel hub; This mechanism also comprises the displacement sensing apparatus that first notch (1-1) that is located at the axis left part is located, and the lead of the sensor of this device is drawn from the centre hole of axis left end, connects with controller;

C, in wheel hub (3), be provided with first-class speed driving mechanism, the constant speed driving gear (13) of this mechanism is located by connecting on the inboard centre of right-hand rotation pallet (8), the first constant speed transition gear (13-1) that is connected on constant speed transmission shaft (9) right-hand member meshes with the constant speed driving gear, is connected at the second constant speed transition gear (13-2) and constant speed driven gear (13-3) engagement that is engaged in transmission beam barrel (12) right part of constant speed transmission shaft left part; Cooperating between constant speed driven gear and the transmission beam barrel (12) is the first overriding clutch structure;

D, in wheel hub (3), also be provided with a reduction gearing mechanism, deceleration driving gear of this mechanism (15) and overlapping the linking together of constant speed driving gear (13), be connected and mesh, be connected at the second deceleration transition gear (15-2) and deceleration driven gear (15-3) engagement that is engaged in transmission beam barrel (12) right part at deceleration transmission axle middle part at the first deceleration transition gear (15-1) of deceleration transmission axle (10) right-hand member and with deceleration driving gear; Cooperating between deceleration driven gear and the transmission beam barrel (12) is the second overriding clutch fit structure, and its clutch state is opposite with first overriding clutch between constant speed driven gear and the transmission beam barrel.

2. electric vehicle self-adapting transmission sensing two-shift automatic variable speed electric wheel hub according to claim 1, it is characterized in that: fixed pedestal dish (6) is engaged in the middle part of wheel hub by clutch shaft bearing (6-1), left side rotary disk (7) is engaged in the left end of wheel hub by second bearing (7-1), and fixed pedestal dish (6) and left rotary disk (7) are located by connecting by two above staybolts (11) and form a support frame; Right-hand rotation pallet (8) holds in the right-hand member that (8-1) be engaged in wheel hub by third axle.

3. electric vehicle self-adapting transmission sensing two-shift automatic variable speed electric wheel hub according to claim 1 and 2, it is characterized in that: first half a coupler (12-4) of described coupler and second half a coupler (12-5) in wave shape in conjunction with end face, being connected between first half a coupler and the transmission beam barrel is the ball spline structure, this structure by be located at first half a coupler and transmission beam barrel be connected the position and mutual cooresponding spline (12-7) and be located at the interior steel ball (12-8) of spline and form.

4. electric vehicle self-adapting transmission sensing two-shift automatic variable speed electric wheel hub according to claim 1 and 2, it is characterized in that: the pusher plate of described displacement sensing apparatus (12-11) is passed second notch (12-12) on the transmission beam barrel (12), its left side is connected with first half a coupler (12-4), the right side and disk spring (12-6) near, the sensitive member of this device (12-13) is located on the support, be positioned at first notch (1-1) of axis left part, be provided with surface bearing (12-14) between one side of support and the pusher plate, the opposite side of support is provided with pull back spring (12-15); The sensor of displacement sensing apparatus (12-16) is located at the left end of first notch of axis left part and corresponding with sensitive member (12-13).

5. electric vehicle self-adapting transmission sensing two-shift automatic variable speed electric wheel hub according to claim 1 and 2, it is characterized in that: the described first overriding clutch structure comprises: be located at first between constant speed driven gear (13-3) inner ring and the transmission beam barrel corresponding position cylindrical and connect cover (14), be engaged in first respectively and connect the 7th bearing (14-1) and the 8th bearing (14-2) that overlaps both sides, be located at first and connect a plurality of first "T"-shaped jacking block (14-3) that puts, the first outer clutch roller (14-4) that end in contact and two ends and the 7th bearing contact with the 8th outside race on middle part and the first "T"-shaped jacking block, the first interior clutch roller (14-5) with end in contact under the first "T"-shaped jacking block, the bottom that the first outer clutch roller (14-4) is located on constant speed driven gear (13-3) inner ring is in the first dark pit (13-4) of involute cam shape, a side that is located at first compression spring (14-6) and the first outer clutch roller in the first dark pit near; A side of clutch roller (14-5) is positioned at low right high first pit (12-9) that is the involute cam shape in a left side that is located on the transmission beam barrel right part in first.

6. electric vehicle self-adapting transmission sensing two-shift automatic variable speed electric wheel hub according to claim 1 and 2, it is characterized in that: the described second overriding clutch structure comprises: be located at second between deceleration driven gear (15-3) inner ring and the transmission beam barrel corresponding position cylindrical and connect cover (16), be engaged in second respectively and connect the 9th bearing (16-1) and the tenth bearing (16-2) that overlaps both sides, be located at second and connect a plurality of second "T"-shaped jacking block (16-3) that puts, the second outer clutch roller (16-4) that end in contact and two ends and the 9th bearing contact with the tenth outside race on middle part and the second "T"-shaped jacking block, the second interior clutch roller (16-5) with end in contact under the second "T"-shaped jacking block, the bottom that the second outer clutch roller (16-4) is located on deceleration driven gear (15-3) inner ring is in the second dark pit (15-4) of involute cam shape, a side that is located at second compression spring (16-6) and the second outer clutch roller in the second dark pit near; A side of clutch roller (16-5) is positioned at high right low second pit (12-10) that is the involute cam shape in a left side that is located on the transmission beam barrel right part in second.

7. electric vehicle self-adapting transmission sensing two-shift automatic variable speed electric wheel hub according to claim 1 and 2 is characterized in that: the sensor of described displacement sensing apparatus (12-16) is a Hall element, and sensitive member (12-13) is a magnet steel.

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