CN111204407B - Fixed shaft type large-load self-adaptive electric drive assembly adopting central drive form - Google Patents
Fixed shaft type large-load self-adaptive electric drive assembly adopting central drive form Download PDFInfo
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- CN111204407B CN111204407B CN201911421047.4A CN201911421047A CN111204407B CN 111204407 B CN111204407 B CN 111204407B CN 201911421047 A CN201911421047 A CN 201911421047A CN 111204407 B CN111204407 B CN 111204407B
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- 230000007246 mechanism Effects 0.000 claims description 41
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- 238000009434 installation Methods 0.000 claims description 16
- 238000005096 rolling process Methods 0.000 claims description 5
- 230000002093 peripheral effect Effects 0.000 claims description 2
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- 230000002035 prolonged effect Effects 0.000 description 2
- 239000013585 weight reducing agent Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M7/00—Motorcycles characterised by position of motor or engine
- B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
- B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of electric gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
- B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
本发明公开了一种采用中央驱动形式的定轴式大载荷自适应电驱动总成，包括转动输出部件、动力系统和变速系统，动力系统通过变速系统驱动带动输出部件，主轴、一级传动套和二级传动套均穿设在转动输出部件上，且两端均分别插入第一箱体和第二箱体中，主轴的两端分别穿出第一箱体和第二箱体后与平叉固定连接。通过全新设计的中央驱动式结构，兼具了轮毂电机和侧挂式结构的优势；主轴与平叉固定连接，车辆的重量由主轴完全承载，稳定性、可靠性和耐久性均得到了大幅提升；充分利用了电机内部的空间，结构极为紧凑，集成化程度高；能够自适应匹配纯电动交通工具的实际行驶工况与电机工况，大大提高了电机在爬坡和重载情况下的效率，降低了电机能耗。
The invention discloses a fixed-axis large-load self-adaptive electric drive assembly in the form of a central drive, comprising a rotary output component, a power system and a speed change system. The power system drives the output component through the speed change system, a main shaft, a first-stage transmission sleeve The two-stage transmission sleeve and the second-stage transmission sleeve are all worn on the rotating output part, and both ends are inserted into the first box body and the second box body respectively. Fork fixed connection. Through the newly designed central drive structure, it combines the advantages of the in-wheel motor and the side-mounted structure; the main shaft is fixedly connected with the flat fork, the weight of the vehicle is fully carried by the main shaft, and the stability, reliability and durability have been greatly improved. ; Make full use of the space inside the motor, the structure is extremely compact, and the degree of integration is high; it can adaptively match the actual driving conditions and motor conditions of pure electric vehicles, greatly improving the efficiency of the motor in the case of climbing and heavy loads , reducing motor energy consumption.
Description
Technical Field
The invention relates to the technical field of transmission, in particular to a fixed shaft type large-load self-adaptive electric drive assembly adopting a central drive mode.
Background
With the increasing strictness of environmental regulations, vehicles using pure electric power as power, two-wheeled vehicles and three-wheeled vehicles as new energy resources to replace traditional fuel vehicles have been in the trend. The existing two-wheel electric vehicle generally adopts a hub motor and a motor side-hanging structure.
The hub motor is directly driven by the low-speed direct current motor, so that the efficiency is relatively low, the heat productivity is large, the original balance of the wheel structure is broken due to the large size and heavy weight of the motor, and the control performance and the safety are influenced to a certain extent. The side-hung type structure places the motor and the speed change system (gearbox or reducer) on the same side of the driving wheel, and although a high-speed motor can be adopted to improve the mechanical efficiency, the weight of the speed change mechanism and the motor is heavier, so that the balance of the wheel is poor, and the influence on the two-wheeled vehicle is more obvious.
The existing electric vehicle is controlled according to experience completely by a driver under the condition that the driving resistance cannot be accurately known in the driving process due to the limitation of a transmission structure of the existing electric vehicle, so that the condition that the working state of a motor is not matched with the actual driving condition of the vehicle often inevitably occurs, and the motor is locked. Especially when the vehicle is in low-speed heavy load conditions such as start-up, climbing, headwind, the motor toward the past needs to work under the conditions of low efficiency, low rotating speed and high torque, the accidental damage of the motor is easily caused, the maintenance and replacement cost is increased, and meanwhile, the endurance mileage of the battery can be directly influenced. For vehicle types with high economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot well meet the use requirements.
In addition, the traditional electric drive assembly consists of a power system and a speed change system which are mutually independent, so that the transmission efficiency is not high enough, the arrangement of the mechanism is influenced, and the size is larger.
Further, the main shaft is required to receive torque when it is used as a power structure, and is required to receive bending moment when it is used as a load-bearing structure (the bending moment is larger when the load of the motorcycle is larger), so that the stability, reliability and durability are not satisfactory.
Therefore, there is an urgent need for an electric drive assembly that solves the above problems, and is particularly suitable for a two-wheeled vehicle.
Disclosure of Invention
In order to solve the technical problems, the invention provides a fixed shaft type large-load self-adaptive electric drive assembly adopting a central drive mode.
The technical scheme is as follows:
the utility model provides an adopt central authorities 'drive form's dead axle formula heavy load self-adaptation electric drive assembly, is including rotating output member, driving system and speed change system, driving system passes through the speed change system drive and drives output member, and its main points lie in: the speed changing system comprises a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a main shaft, wherein a primary transmission sleeve is rotatably sleeved on the main shaft, a secondary transmission sleeve is sleeved on the primary transmission sleeve, the power system, the power input mechanism and the high-speed gear transmission mechanism are installed in the first box, the low-speed gear transmission mechanism and the power input mechanism are installed in the second box, the main shaft, the primary transmission sleeve and the secondary transmission sleeve are all arranged on the rotation output component in a penetrating mode, two ends of the main shaft are respectively inserted into the first box and the second box, and two ends of the main shaft are respectively fixedly connected with the bottom fork after penetrating through the first box and the second box;
the power system is a motor, and a motor shaft of the motor is of a hollow structure and is provided with a transmission installation cavity;
the high-speed gear transmission mechanism comprises a taper disc type friction clutch and an elastic element group used for applying pretightening force to the taper disc type friction clutch, the elastic element group and the taper disc type friction clutch are at least partially positioned in a transmission installation cavity, the taper disc type friction clutch comprises a driving friction piece and a driven friction piece, the driving friction piece is sleeved on a secondary transmission sleeve, and a spiral transmission pair is formed between the driving friction piece and the secondary transmission sleeve, so that the driving friction piece can axially slide along the secondary transmission sleeve, the driven friction piece is sleeved on the driving friction piece, a motor shaft transmits power to the driving friction piece through a main shaft, a power input mechanism and the secondary transmission sleeve in sequence, and the driven friction piece can transmit the power to a rotation output part through a power output sleeve;
the low-speed gear transmission mechanism comprises a transmission cam sleeve, an overrunning clutch and an auxiliary shaft transmission assembly, the transmission cam sleeve is rotatably sleeved on the secondary transmission sleeve and is matched with the profile of one end cam close to the driving friction piece to form an end face cam transmission pair, and the transmission cam sleeve transmits power to the rotation output part through the auxiliary shaft transmission assembly, the overrunning clutch and the power output sleeve in sequence.
The rotary output component is arranged on the two sides of the rotary output component in a relatively symmetrical mode by adopting a newly designed central driving type structure, the balance of the rotary output component can be well guaranteed, the problem that the balance is poor due to a traditional side hanging type structure is solved, the rotary output component is particularly suitable for two-wheel vehicles, and a high-speed motor can be adopted, so that the rotary output component has higher mechanical efficiency, smaller heat productivity, better heat dissipation capability and lighter weight compared with a traditional hub motor;
in addition, the space in the motor is fully utilized, partial components of the transmission mechanism can be installed in the motor, the structure is extremely compact, the integration degree is high, not only the transmission route is short, the transmission efficiency is high, but also the whole arrangement is facilitated, and the influence on the dynamic balance of the wheel is further reduced;
moreover, after the electric drive system is assembled on a vehicle, the main shaft is fixedly connected with the bottom fork, the weight of the vehicle is completely borne by the main shaft, and due to the assembly gap between the primary transmission sleeve and the main shaft, the proper bending deformation of the main shaft does not influence the transmission precision of the system, and the stability, the reliability and the durability are greatly improved;
meanwhile, under the common cooperation of the taper disc type friction clutch and the overrunning clutch, when the load borne by the rotation output part is not large, the power system transmits power to the rotation output part through the primary transmission sleeve, the power input mechanism, the secondary transmission sleeve, the taper disc type friction clutch and the power output sleeve in sequence, so that the power can be transmitted efficiently, the motor is in a high-rotation-speed and high-efficiency working state, and the energy consumption is low; when the electric vehicle is in low-speed heavy-load conditions such as starting, climbing, headwind and the like, the rotating speed of the rotating output component is less than that of the secondary transmission sleeve, the driving friction piece axially displaces along the secondary transmission sleeve, the pre-tightening force of the taper disc type friction clutch is lost, therefore, the friction clutch is disconnected and enters a low-speed gear, the power system transmits power to the rotating output part through the primary transmission sleeve, the power input mechanism, the secondary transmission sleeve, the active friction piece, the transmission cam sleeve, the auxiliary shaft transmission assembly, the overrunning clutch and the power output sleeve in sequence, at the moment, can adaptively match the actual running working condition of the pure electric vehicle with the working condition of the motor, not only has strong climbing and heavy-load capacity, the motor is always positioned on the efficient platform, so that the efficiency of the motor under the conditions of climbing and heavy load is greatly improved, and the energy consumption of the motor is reduced; and when the rotating speed of the rotating output part is gradually increased to be the same as that of the secondary transmission sleeve, the speed change system is switched back to the high-speed gear again, so that the automatic gear shifting and speed changing are automatically carried out along with the change of the driving resistance in a self-adaptive manner under the condition of not cutting off the driving force, the high-efficiency operation interval of the motor is greatly increased, the use under the conditions of mountainous areas, hills and heavy loads can be met, the load change of the motor or the engine is gentle, and the pure electric vehicle runs stably and safely.
Preferably, the method comprises the following steps: the two ends of the main shaft are both flat structures, the left main pipe and the right main pipe of the bottom fork are provided with flat holes matched with the two ends of the main shaft, and the two ends of the main shaft are locked on the bottom fork through bolts after passing through the corresponding flat holes respectively. By adopting the structure, the connection is stable and reliable, and the assembly is easy.
Preferably, the method comprises the following steps: the power input mechanism comprises an input first-stage driving gear fixedly sleeved on the first-stage transmission sleeve, a speed reduction intermediate shaft parallel to the first-stage transmission sleeve, an input first-stage driven gear fixedly sleeved on the speed reduction intermediate shaft and an input second-stage driven gear fixedly sleeved on the second-stage transmission sleeve, the input first-stage driving gear is meshed with the input first-stage driven gear, and the speed reduction intermediate shaft is provided with an input second-stage driving gear meshed with the input second-stage driven gear. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the driving friction piece comprises an inner friction cone sleeve and a friction piece cam sleeve fixed at one end of the inner friction cone sleeve close to the transmission cam sleeve, the driven friction piece comprises an outer friction cone sleeve sleeved outside the inner friction cone sleeve and a clutch output sleeve sleeved outside the friction piece cam sleeve, the inner conical surface of the outer friction cone sleeve is in friction fit with the outer conical surface of the inner friction cone sleeve, the inner friction cone sleeve is sleeved on the secondary transmission sleeve and forms a spiral transmission pair with the secondary transmission sleeve, the end surface of the friction piece cam sleeve, far away from the inner friction cone sleeve, forms an end surface cam transmission pair with the corresponding end surface of the transmission cam sleeve, the elastic element group applies a pre-tightening force to one end of the inner friction cone sleeve, far away from the friction piece cam sleeve, and the power output sleeve is sleeved on the clutch output sleeve and is in spline fit with the clutch output sleeve. By adopting the structure, when the transmission is carried out at a low gear, the elastic element group can be compressed by utilizing the end face cam pair transmission pair of the transmission cam sleeve and the friction piece cam sleeve, so that the friction clutch is in a separation state, and thus, the transmission enters the slow gear transmission, and the end face cam pair transmission is stable and reliable in matching and easy to process and manufacture.
Preferably, the method comprises the following steps: the spiral transmission pair comprises inner spiral raceways circumferentially distributed on the inner wall of the inner friction cone sleeve and outer spiral raceways circumferentially distributed on the outer wall of the secondary transmission sleeve, a plurality of outwards-protruding balls are embedded in each outer spiral raceway and the corresponding inner spiral raceway, and each ball can roll in the corresponding inner spiral raceway and outer spiral raceway. By adopting the structure, the structure is simple and reliable, the mechanism is stably matched, and the processing and the manufacturing are easy.
Preferably, the method comprises the following steps: an inner mounting sleeve is arranged in the transmission mounting cavity, one end of the inner mounting sleeve is fixedly connected with one end of the friction outer taper sleeve, which is far away from the clutch output sleeve, the other end of the inner mounting sleeve is mounted on the secondary transmission sleeve through a deep groove ball bearing, and the elastic element group is positioned in the inner mounting sleeve. By adopting the structure, the reliable installation of the clutch output sleeve can be ensured.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises an auxiliary shaft first-stage driving gear fixedly sleeved on the transmission cam sleeve, an auxiliary shaft parallel to the first-stage transmission sleeve, an auxiliary shaft first-stage driven gear and an auxiliary shaft second-stage driving gear, wherein the auxiliary shaft first-stage driving gear is meshed with the auxiliary shaft first-stage driven gear, the auxiliary shaft second-stage driven gear meshed with the auxiliary shaft second-stage driving gear is arranged on the outer ring of the overrunning clutch, and an inner core wheel of the overrunning clutch is rotatably sleeved on the transmission cam sleeve and is in spline fit with the power output sleeve. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the rolling element comprises thick rollers and thin rollers which are alternately arranged around the inner core wheel along the circumferential direction, two opposite retainers are arranged on the outer circumferential surface of the inner core wheel, a circle of thin roller sliding groove is formed in the inner wall of each retainer, and two ends of each thin roller are respectively inserted into the corresponding thin roller sliding grooves in a sliding manner. By adopting the structure, each thin roller can follow up, the stability and the reliability of the overrunning clutch are improved, and the service life is prolonged.
Preferably, the method comprises the following steps: the rotary output component is a combined wheel which comprises a hub support, a hub and a tire, wherein the hub support, the hub and the tire are coaxially and sequentially arranged from inside to outside, the hub support is fixedly sleeved on the power output sleeve, the hub is of a hollow structure and is detachably arranged on the hub support, and the tire is sleeved on the hub. Structure more than adopting, first box and second box are installed respectively in the both sides of wheel hub support, and wheel hub can pull down from the wheel hub support easily, no matter the dismouting, all need not to tear open motor and variable speed system to can realize changing the child fast, improved the convenience that central drive formula electric drive system assembly maintained.
Preferably, the method comprises the following steps: the outer ring of the hub bracket is provided with a hub mounting ring, the inner ring of the hub is provided with a hub mounting ring matched with the hub mounting ring, and the hub mounting ring can be detachably fixed on the hub mounting ring through a plurality of bolts. By adopting the structure, the hub bracket and the hub can be connected through the bolt, and the hub bracket is stable and reliable, easy to disassemble and assemble and low in cost.
Compared with the prior art, the invention has the beneficial effects that:
the fixed shaft type large-load self-adaptive electric drive assembly adopting the central drive mode has the advantages of novel structure, ingenious design and easy realization, has the advantages of both the hub motor and the side-hung structure through the newly designed central drive type structure, makes up the defects of the hub motor and the side-hung structure, is particularly suitable for two-wheeled vehicles, can well ensure the balance of a rotation output part, and has extremely high mechanical efficiency, smaller heat productivity, better heat dissipation capacity and lighter weight; in addition, the space in the motor is fully utilized, partial components of the transmission mechanism can be installed in the motor, the structure is extremely compact, the integration degree is high, not only is the transmission route short, but also the transmission efficiency is high, the whole arrangement is facilitated, and the influence on the dynamic balance of the wheel is further reduced; after the electric drive system is assembled on a vehicle, the main shaft is fixedly connected with the bottom fork, the weight of the vehicle is completely borne by the main shaft, and due to the assembly gap between the primary transmission sleeve and the main shaft, the proper bending deformation of the main shaft does not influence the transmission precision of the system, and the stability, the reliability and the durability are greatly improved; meanwhile, the actual running working condition and the motor working condition of the pure electric vehicle can be matched in a self-adaptive mode, so that the pure electric vehicle has strong climbing and heavy-load capacity, the motor is always located on a high-efficiency platform, the efficiency of the motor under the climbing and heavy-load conditions is greatly improved, and the energy consumption of the motor is reduced.
Drawings
FIG. 1 is a schematic view of the present invention;
FIG. 2 is a schematic diagram of a mating relationship between a tapered disc friction clutch and associated components;
FIG. 3 is a schematic view of an overrunning clutch;
FIG. 4 is a schematic view of the internal structure of the overrunning clutch;
FIG. 5 is a schematic structural view of the cage;
FIG. 6 is a schematic view of the mating relationship between the combination wheel and the power take-off sleeve;
FIG. 7 is a schematic structural view of a composite wheel;
FIG. 8 is a schematic view of a hub bracket from one of its views;
FIG. 9 is a schematic view of another perspective of the hub bracket;
FIG. 10 is a schematic view of the hub from one of the views;
FIG. 11 is a schematic view of another perspective of the hub;
fig. 12 is a schematic view of the structure of the motor.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1, a fixed shaft type large load self-adaptive electric drive assembly adopting a central drive form mainly comprises a rotary output part 1, a power system and a speed change system, wherein the power system drives the output part 1 through the speed change system, a first box 8 and a second box 9 are respectively arranged at two sides of the rotary output part 1, the speed change system comprises a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a main shaft 4, a primary transmission sleeve 13 is rotatably sleeved on the main shaft 4, a secondary transmission sleeve 10 is sleeved on the primary transmission sleeve 13, the power system, the power input mechanism and the high-speed gear transmission mechanism are installed in the first box 8, the low-speed gear transmission mechanism and the power input mechanism are installed in the second box 9, the main shaft 4, the primary transmission sleeve 13 and the secondary transmission sleeve 10 are all arranged on the rotary output part 1 in a penetrating manner, and two ends of the main shaft 4 are respectively inserted into the first box body 8 and the second box body 9, and two ends of the main shaft respectively penetrate out of the first box body 8 and the second box body 9 and then are fixedly connected with the bottom fork 14.
Through the central drive formula structure of brand-new design, had the advantage of in-wheel motor and side-hung structure concurrently, compensatied in-wheel motor and the not enough of side-hung structure, be particularly useful for the two wheeler, not only can guarantee well the equilibrium of rotation output part, have high mechanical efficiency moreover, less calorific capacity, better heat-sinking capability and lighter weight.
And after the electric drive system is assembled on a vehicle, the main shaft 4 is fixedly connected with the bottom fork 14, the weight of the vehicle is completely borne by the main shaft 4, and due to the assembly gap between the primary transmission sleeve 13 and the main shaft 4, the proper amount of bending deformation of the main shaft 4 does not influence the transmission precision of the system, and the stability, the reliability and the durability are greatly improved.
Furthermore, both ends of the main shaft 4 are flat structures, flat holes adapted to both ends of the main shaft 4 are formed in the left main pipe and the right main pipe of the bottom fork 14, and both ends of the main shaft 4 are locked on the bottom fork 14 through bolts after passing through the corresponding flat holes respectively. By adopting the installation mode, the installation and centering are easy, and the installation device is stable and reliable and has high efficiency.
In this embodiment, the rotation output member 1 is a combined wheel. Referring to fig. 6 and 7, the combined wheel comprises a hub bracket 1a, a hub 1b and a tire 1c which are coaxially arranged from inside to outside in sequence. The speed change system drives the hub bracket 1a to drive the combined wheel to rotate. The hub 1b is a hollow structure, and the hub 1b is detachably mounted on the hub bracket 1 a. The tire 1c is sleeved on the hub 1 b.
Referring to fig. 6-11, the outer ring of the hub bracket 1a has a hub mounting ring 1a1, the inner ring of the hub 1b has a hub mounting ring 1b1 corresponding to the hub mounting ring 1a1, and the hub mounting ring 1b1 can be detachably fixed on the hub mounting ring 1a1 by a plurality of bolts 1 d. A power system and a speed change system of the central driving type electric driving system assembly are respectively arranged on two sides of a hub bracket 1a, when a tire 1c needs to be replaced or repaired, the hub 1b and the tire 1c can be taken down together only by taking down all bolts 1d (without dismounting the power system and the speed change system), and the method is completely the same as the traditional method, so that quick tire replacement can be realized, and the convenience of maintenance of the central driving type electric driving system assembly is improved.
Referring to fig. 8 and 9, the hub bracket 1a further includes a power input disc 1a2 coaxially disposed in the hub mounting ring 1a1, and the hub mounting ring 1a1 and the power input disc 1a2 are connected by a plurality of bracket connecting ribs 1a3, so that the hub bracket has high structural strength, is stable and reliable, has light weight, and can achieve the purpose of reducing weight.
The power input disc 1a2 has a drive shaft hole 1a21 at the center thereof, and the hole wall of the drive shaft hole 1a21 has a spline structure, so that power transmission can be performed stably and reliably.
A concave cavity 1a22 is formed at one side of the power input disc 1a2, a power input shaft sleeve 1a23 is arranged at the center position of the concave cavity 1a22, and the shaft hole of the power input shaft sleeve 1a23 is the driving shaft hole 1a 21. The power input sleeve 1a23 is substantially hidden in the cavity 1a22, improving the overall appearance.
The cavity 1a22 is provided with a plurality of reinforcing ribs 1a24, each reinforcing rib 1a24 is distributed around the power input shaft sleeve 1a23 along the circumferential direction, and two ends of each reinforcing rib 1a24 are respectively connected with the cavity wall of the cavity 1a22 and the outer wall of the power input shaft sleeve 1a23, so that the structural strength of the power input disc 1a2 and the power input shaft sleeve 1a23 can be greatly improved. A circular ring-shaped flange 1a25 is formed on the surface of one side of the power input disc 1a2 opposite to the concave cavity 1a22 in a protruding mode, and a plurality of reinforcing lugs 1a26 are arranged on the outer peripheral surface of the flange 1a25, so that the structural strength of the flange 1a25 can be guaranteed.
Referring to fig. 10 and 11, the wheel hub 1b further includes a tire mounting ring 1b2 coaxially disposed outside the wheel hub mounting ring 1b1, and the tire mounting ring 1b2 and the wheel hub mounting ring 1b1 are connected by a plurality of wheel hub connecting ribs 1b3, so that the wheel hub has high structural strength, is stable and reliable, has light weight, and can achieve the purpose of reducing weight. In addition, one side surface of the hub connecting rib 1b3 is provided with a weight reduction groove 1b31, so that the weight reduction function is realized on the premise of ensuring the structural strength. The side surface of the hub mounting ring 1b1 for mounting the hub mounting ring 1a1 is provided with a mounting sinking platform 1b11 which is matched with the hub mounting ring 1a1, and the mounting sinking platform 1b11 can position the hub mounting ring 1a1, so that the assembly efficiency is improved, and the connection reliability of the hub bracket 1a and the hub 1b can be improved.
Further, in order to improve the reliability of the hub bracket 1a and the hub 1b, the hub bracket 1a and the hub 1b are integrally formed.
Referring to fig. 1 and 12, the power system is a motor 12, and a motor shaft 12a of the motor 12 is of a hollow structure and has a transmission installation cavity 12 b. The motor shaft 12a comprises a motor shaft body 12a1 in a hollow wall structure and a motor shaft cavity cover 12a2 covered on the motor shaft body 12a1, the motor shaft body 12a1 and the motor shaft cavity cover 12a2 surround to form the transmission installation cavity 12b, the motor shaft body 12a1 is sleeved on the primary transmission sleeve 13 and is in spline fit with the primary transmission sleeve 13, and a central hole for the primary transmission sleeve 13, the secondary transmission sleeve 10 and the driven friction piece 2b to penetrate through is formed in the motor shaft cavity cover 12a 2.
The power input mechanism comprises an input first-stage driving gear 22 fixedly sleeved on the first-stage transmission sleeve 13, a speed reduction intermediate shaft 23 parallel to the first-stage transmission sleeve 13, an input first-stage driven gear 24 fixedly sleeved on the speed reduction intermediate shaft 23 and an input second-stage driven gear 25 fixedly sleeved on the second-stage transmission sleeve 10, wherein the input first-stage driving gear 22 is meshed with the input first-stage driven gear 24, and the speed reduction intermediate shaft 23 is provided with an input second-stage driving gear 23a meshed with the input second-stage driven gear 25.
The motor shaft 12a drives the first-stage transmission sleeve 13, the first-stage transmission sleeve 13 drives the input first-stage driving gear 22, the input first-stage driving gear 22 drives the input first-stage driven gear 24, the input first-stage driven gear 24 drives the speed reduction intermediate shaft 23, the speed reduction intermediate shaft 23 drives the input second-stage driven gear 25, and the input second-stage driven gear 25 drives the second-stage transmission sleeve 10.
Further, referring to fig. 1 and 2, an inner mounting sleeve 26 is disposed in the transmission mounting cavity 12b, one end of the inner mounting sleeve 26 is fixedly connected with one end of the friction outer taper sleeve 2b1 far away from the clutch output sleeve 2b2, the other end is mounted on the secondary transmission sleeve 10 through a deep groove ball bearing 27, and the elastic element group 3 is located in the inner mounting sleeve 26, so that reliable mounting of the clutch output sleeve 2b2 can be ensured.
Referring to fig. 1 and fig. 2, the high-speed gear transmission mechanism includes a tapered disc friction clutch 2 and an elastic element group 3 for applying a pre-tightening force to the tapered disc friction clutch 2, where the elastic element group 3 and the tapered disc friction clutch 2 are at least partially located in a transmission installation cavity 12b, and in this embodiment, both the elastic element group 3 and the tapered disc friction clutch 2 are located in the transmission installation cavity 12b, so that the structure is more compact; the elastic element group 3 is a disc spring, and the reliability is high.
The taper disc type friction clutch 2 comprises a driving friction piece 2a and a driven friction piece 2b, the driving friction piece 2a is sleeved on the secondary transmission sleeve 10, a spiral transmission pair is formed between the driving friction piece 2a and the secondary transmission sleeve 10, so that the driving friction piece 2a can slide along the axial direction of the secondary transmission sleeve 10, the driven friction piece 2b is sleeved on the driving friction piece 2a, the motor shaft 12a transmits power to the driving friction piece 2a through the primary transmission sleeve 13, the power input mechanism and the secondary transmission sleeve 10 in sequence, and the driven friction piece 2b can transmit power to the rotation output part 1 (namely, a combined wheel) through the power output sleeve 5.
The driving friction piece 2a comprises an inner friction cone sleeve 2a1, a friction piece cam sleeve 2a2 fixed at one end of the inner friction cone sleeve 2a1 close to the transmission cam sleeve 7, the driven friction piece 2b comprises an outer friction cone sleeve 2b1 sleeved outside the inner friction cone sleeve 2a1 and a clutch output sleeve 2b2 sleeved outside the friction piece cam sleeve 2a2, an inner conical surface of the outer friction cone sleeve 2b1 is in friction fit with an outer conical surface of the inner friction cone sleeve 2a1, the inner friction cone sleeve 2a1 is sleeved on the secondary transmission sleeve 10 and forms a spiral transmission pair with the secondary transmission sleeve 10, an end face of the friction piece cam sleeve 2a2 far away from the inner friction cone 2a1 and a corresponding end face of the transmission cam sleeve 7 form an end face cam transmission pair, the elastic element group 3 applies a pre-tightening force to one end of the friction piece cam sleeve 2a1 far away from the friction piece cam sleeve 2a2, the power output sleeve 5 is sleeved on the clutch output sleeve 2b2 and is in spline fit with the clutch output sleeve 2b 2.
The spiral transmission pair comprises inner spiral raceways 2a11 distributed on the inner wall of the inner friction cone sleeve 2a1 along the circumferential direction and outer spiral raceways 10a distributed on the outer wall of the secondary transmission sleeve 10 along the circumferential direction, a plurality of outwards-protruding balls 11 are embedded in each outer spiral raceway 10a and the corresponding inner spiral raceway 2a11, and each ball 11 can roll in the corresponding inner spiral raceway 2a11 and the corresponding outer spiral raceway 10a respectively.
High-speed gear power transmission route: the secondary transmission sleeve 10 drives the active friction piece 2a through the spiral transmission pair, the active friction piece 2a drives the driven friction piece 2b, the driven friction piece 2b drives the power output sleeve 5, and the power output sleeve 5 drives the combined wheel.
Referring to fig. 1 and 3, the low-speed transmission mechanism includes a transmission cam sleeve 7, an overrunning clutch 6 and a countershaft transmission assembly, the transmission cam sleeve 7 is rotatably sleeved on the secondary transmission sleeve 10 and is matched with a cam profile at one end of the active friction piece 2a close to each other to form an end cam transmission pair, and the transmission cam sleeve 7 transmits power to the rotary output part 1 (i.e. the combined wheel) through the countershaft transmission assembly, the overrunning clutch 6 and the power output sleeve 5 in sequence.
Referring to fig. 1, 3-5, the countershaft transmission assembly includes a first-stage countershaft driving gear 19 fixedly sleeved on the transmission cam sleeve 7, a countershaft 20 parallel to the first-stage transmission sleeve 13, and a first-stage countershaft driven gear 21 and a second-stage countershaft driving gear 18 both fixedly sleeved on the countershaft 20, the first-stage countershaft driving gear 19 is engaged with the first-stage countershaft driven gear 21, an outer ring 6c of the overrunning clutch 6 has a second-stage countershaft driven gear 6c1 engaged with the second-stage countershaft driving gear 18, and an inner sheave 6a of the overrunning clutch 6 is rotatably sleeved on the transmission cam sleeve 7 and is in spline fit with the power output sleeve 5.
A plurality of rolling bodies are arranged between the outer ring 6c and the inner core wheel 6a, each rolling body comprises a thick roller 6b1 and a thin roller 6b2 which are alternately arranged around the inner core wheel 6a along the circumferential direction, two opposite retainers 6d are arranged on the outer circumferential surface of the inner core wheel 6a, a circle of thin roller sliding grooves 6d1 are formed in the inner wall of each retainer 6d, and two ends of each thin roller 6b2 are slidably inserted into the corresponding thin roller sliding grooves 6d1 respectively.
By adopting the structure, each thin roller 6b2 can follow up, the stability and the reliability of the overrunning clutch 6 are improved, and the service life is prolonged.
The number of teeth of the internal spline of the inner core wheel 6a is twice that of the teeth of the external teeth 6a1, so that the installation and debugging are convenient.
The external teeth 6a1 include top arc section 6a12 and short side section 6a11 and long side section 6a13 that are located top arc section 6a12 both sides respectively, short side section 6a11 is the arc structure of inside sunken, long side section 6a13 is the arc structure of outside protrusion, the camber of short side section 6a11 is less than the camber of long side section 6a 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Low-gear power transmission route: the driving friction piece 2a drives the transmission cam sleeve 7, the transmission cam sleeve 7 drives the first-stage driving gear 19 of the auxiliary shaft, the first-stage driving gear 19 of the auxiliary shaft drives the first-stage driven gear 21 of the auxiliary shaft, the first-stage driven gear 21 of the auxiliary shaft drives the auxiliary shaft 20, the auxiliary shaft 20 drives the second-stage driving gear 18 of the auxiliary shaft, the second-stage driving gear 18 of the auxiliary shaft transmits power to the overrunning clutch 6, the overrunning clutch 6 drives the power output sleeve 5, and the power output sleeve 5 drives the combined wheel.
In the embodiment, the tapered disc type friction clutch 2 is in a combined state under the pressure of the elastic element group 3, power is in a high-speed gear power transmission route, and the overrunning clutch 6 is in an overrunning state; when the resistance torque transmitted to the taper disc type friction clutch 2 by the combined wheel is larger than the load limit of the taper disc type friction clutch 2, the driving cam sleeve 7 pushes the driving friction piece 2a to compress the elastic element group 3, a gap is formed between the driving friction piece 2a and the driven friction piece 2b of the taper disc type friction clutch 2, namely the gap is separated, the power is transmitted through a low-speed power transmission route instead, and the overrunning clutch 6 is in a combined state at the moment. As can be seen from the above transmission path, the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.
In the embodiment, an electric two-wheeled vehicle is taken as an example, the resistance is larger than the driving force when the electric two-wheeled vehicle is started, and the electric two-wheeled vehicle rotates at a low-gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 3 absorbs the motion resistance moment energy and stores potential energy for recovering the high-speed gear transmission power.
When the driving resistance is reduced after the start is successful, and the component force is reduced to be smaller than the pressure generated by the elastic element group 3, the conical disk type friction clutch 2 is restored to the engaged state by being pushed by the elastic element group 3 which is compressed by the movement resistance and the pressure is rapidly released, and is rotated at the high-speed gear speed.
In the driving process, the automatic gear shifting principle is the same as the principle of automatic gear shifting along with the change of the motion resistance, gear shifting is realized under the condition of not cutting off power, the whole vehicle runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.
Finally, it should be noted that the above-mentioned description is only a preferred embodiment of the present invention, and that those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.
Claims (9)
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| CN201911421047.4A CN111204407B (en) | 2019-12-31 | 2019-12-31 | Fixed shaft type large-load self-adaptive electric drive assembly adopting central drive form |
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| CN201911421047.4A CN111204407B (en) | 2019-12-31 | 2019-12-31 | Fixed shaft type large-load self-adaptive electric drive assembly adopting central drive form |
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| JPH05310174A (en) * | 1992-05-12 | 1993-11-22 | Suzuki Motor Corp | Driving gear of motorcycle |
| CN100513220C (en) * | 2006-10-27 | 2009-07-15 | 西南大学 | Electric vehicle self-adapting transmission sensing two-shift automatic variable speed electric wheel hub |
| CN101456348B (en) * | 2007-12-13 | 2012-05-09 | 西南大学 | Intellectualized two shift-gears automatic speed-changing electric wheel hub |
| CN101244688B (en) * | 2008-03-03 | 2010-08-25 | 西南大学 | Side-hanging cultch piece type self-adaption double-gear automatic speed changing hub |
| CN101254745B (en) * | 2008-03-05 | 2010-06-09 | 西南大学 | Planetary cone disc type automatic variable speed electric hub |
| CN101525034B (en) * | 2009-03-31 | 2011-06-01 | 西南大学 | Dual Cam Adaptive Automatic Transmission Hub |
| JP2012214150A (en) * | 2011-03-31 | 2012-11-08 | Honda Motor Co Ltd | Electric vehicle |
| CN102529572B (en) * | 2012-01-20 | 2014-03-26 | 西南大学 | Mechanical intelligent self-adaption two-gear automatic-gear-shifting hub |
| CN204916034U (en) * | 2015-07-31 | 2015-12-30 | 中国科学院等离子体物理研究所 | Energy -conserving electronic wheel |
| CN105090484A (en) * | 2015-09-08 | 2015-11-25 | 西南大学 | Electric motorcycle inner rotor motor spiral taper sleeve driving self-adaption automatic transmission drive assembly |
| CN105156658B (en) * | 2015-09-09 | 2017-10-24 | 梁稚子 | Battery-operated motor cycle inner rotor motor pendulum-type self-adapting automatic gear shift drive assembly |
| CN105270562A (en) * | 2015-09-09 | 2016-01-27 | 梁稚子 | Side-hanging pendulum type self-adaptive automatic transmission driving assembly for electric motorcycle |
| CN105299217A (en) * | 2015-09-09 | 2016-02-03 | 西南大学 | Pendulum type self-adaption automatic variable speed drive assembly of electric motorcycle inner rotor motor bow cone |
| CN106515989A (en) * | 2016-11-03 | 2017-03-22 | 江苏新伟动力科技有限公司 | Laterally-arranged gear shifting motor assembly used for electric vehicle or electric motorcycle |
| CN107226163B (en) * | 2017-08-07 | 2023-05-12 | 太仓市悦博电动科技有限公司 | Split type electric drive device |
| CN209001741U (en) * | 2018-11-19 | 2019-06-18 | 苏州蓝石新动力有限公司 | High gear motor assembly, transmission case assembly and electronic vehicle equipment |
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| CN109910601B (en) * | 2019-04-10 | 2022-06-03 | 西南大学 | Adaptive automatic transmission high-speed electric wheel hub with mechanical double overrunning clutch main shaft output |
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