CN214267875U - A chain type central drive electric drive automatic transmission system - Google Patents
A chain type central drive electric drive automatic transmission system Download PDFInfo
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- CN214267875U CN214267875U CN202023038544.7U CN202023038544U CN214267875U CN 214267875 U CN214267875 U CN 214267875U CN 202023038544 U CN202023038544 U CN 202023038544U CN 214267875 U CN214267875 U CN 214267875U
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Abstract
本实用新型公开了一种链条式中央驱动电驱动自动变速系统，包括动力输入机构、驱动轮、换挡传动机构、通过链条传动组件与轮外中间轴连接的车轮轴以及设置在车轮轴上的减速输出机构，动力输入机构依次通过轮外中间轴、换挡传动机构、链条传动组件和车轮轴将动力传递给减速输出机构，由减速输出机构带动驱动轮转动。采用以上技术方案，延长了减速传动路径，增大了减速比，从而能够采用高速电机作为驱动，使电机处于高效输出平台上，大幅提高了电机效率，且驱动轮两侧采用中央驱动式的布置方式，平衡性好，同时保留链条传动的方式，并且能够实现两挡换挡，不仅使电动两轮车具有强大的爬坡和重载能力，而且使电机能够始终处于高效平台上。
The utility model discloses a chain-type central drive electric drive automatic transmission system, which comprises a power input mechanism, a driving wheel, a gear shifting transmission mechanism, a wheel shaft connected with an outer intermediate shaft of the wheel through a chain transmission assembly, and a wheel shaft arranged on the wheel shaft. The deceleration output mechanism and the power input mechanism transmit the power to the deceleration output mechanism through the intermediate shaft outside the wheel, the shifting transmission mechanism, the chain transmission assembly and the wheel shaft in turn, and the deceleration output mechanism drives the driving wheel to rotate. By adopting the above technical solutions, the deceleration transmission path is extended and the deceleration ratio is increased, so that the high-speed motor can be used as the drive, so that the motor can be placed on the high-efficiency output platform, and the motor efficiency is greatly improved, and the two sides of the driving wheel adopt a central drive arrangement. mode, good balance, while retaining the chain transmission mode, and can realize two-speed shifting, which not only makes the electric two-wheeled vehicle have a strong climbing and heavy load capacity, but also enables the motor to always be on a high-efficiency platform.
Description
Technical Field
The utility model relates to a two wheeler electric drive system technical field, concretely relates to chain formula central drive electric drive automatic transmission system.
Background
The design structure of chain transmission has the advantages of simple structure, lightness, low cost and the like, and the final reduction ratio can be easily changed by replacing the chain wheel, so that the chain transmission is adopted by most two-wheeled vehicles. In addition, the chain can buffer the impact of vehicle acceleration and deceleration and can reduce the distance change between the chain wheels caused by the vertical oscillation of the suspension system.
With the promotion of laws and regulations and the improvement of technologies, more and more two-wheel vehicles adopt electric drive systems, the existing two-wheel vehicle electric drive systems capable of shifting gears generally arrange a power input mechanism (a motor and the like) and a speed reduction and shifting mechanism in the middle of the two-wheel vehicle (below a seat), and then directly drive wheels to rotate through a chain transmission assembly. The rotating speed of the motor is far higher than that of the internal combustion engine, so that the speed reducing mechanism is relatively complex and large in size. However, due to the structural characteristics of the two-wheeled vehicle, the installation space is extremely limited, and a speed reduction and gear shifting mechanism with a large speed reduction ratio is difficult to arrange, so that a high-rotation-speed motor cannot be adopted, the efficiency of the motor is always not ideal, and the endurance mileage is influenced. It is urgent to solve the above problems.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, the utility model provides a chain formula central drive electric drive automatic transmission system.
The technical scheme is as follows:
a chain type central drive electric drive automatic speed change system is characterized by comprising a power input mechanism, a drive wheel, a gear shift transmission mechanism arranged on an outer intermediate shaft of the wheel, a wheel shaft connected with the outer intermediate shaft of the wheel through a chain transmission assembly and a speed reduction output mechanism arranged on the wheel shaft, wherein the drive wheel is rotatably arranged on the wheel shaft;
the gear shifting transmission mechanism comprises a unilateral synchronizer, an overrunning clutch and a speed reducing assembly, wherein the unilateral synchronizer, the overrunning clutch and a speed reducing primary driving gear of the speed reducing assembly are sleeved on an outer wheel intermediate shaft, the overrunning clutch and the speed reducing primary driving gear are respectively positioned on two sides of the unilateral synchronizer, the speed reducing primary driving gear and the outer wheel intermediate shaft synchronously rotate, a power output sleeve, a driving chain wheel of a chain transmission assembly and an inner core wheel of the overrunning clutch synchronously rotate, and the unilateral synchronizer can be combined with or separated from the inner core wheel under the action of a gear shifting fork;
when the unilateral synchronizer is combined with the inner core wheel, the overrunning clutch is in an overrunning state, and the power output by the wheel outer intermediate shaft is transmitted to the power output sleeve through the unilateral synchronizer and the inner core wheel in sequence; when the unilateral synchronizer is separated from the inner core wheel, the overrunning clutch is in a combined state, and power output by the outer intermediate shaft of the wheel is transmitted to the power output sleeve through the speed reduction assembly and the overrunning clutch in sequence.
By adopting the structure, the positions of the power input mechanism and the gear shifting transmission mechanism are unchanged, the speed reducing output mechanism is additionally arranged on the driving wheel, the speed reducing transmission path is prolonged, the speed reducing ratio is increased, so that a high-speed motor can be used as the driving, the motor is positioned on a high-efficiency output platform, the motor efficiency is greatly improved, the endurance mileage is increased, and the two sides of the driving wheel adopt a central driving type arrangement mode, so that the balance is good, the reliability is high, meanwhile, a chain transmission mode is kept, the impact of acceleration and deceleration of the two-wheel vehicle can be buffered, the distance change between chain wheels caused by up-and-down oscillation of a suspension system can be reduced, in addition, two-gear shifting can be realized, the electric two-wheel vehicle has strong climbing and heavy load capacity, the motor can be always positioned on the high-efficiency platform, and the efficiency of the motor under the conditions of climbing and heavy load is further improved, the energy consumption of the motor is reduced.
Preferably, the method comprises the following steps: the speed reduction output mechanism comprises an output primary driving gear, an output shaft, an output primary driven gear and an output secondary driven gear, wherein the output primary driving gear is sleeved on the wheel shaft in a synchronous rotating mode, the output shaft is parallel to the wheel shaft, the output primary driven gear is sleeved on the output shaft in a synchronous rotating mode, the output secondary driven gear is sleeved on a combined hub of the driving wheel in a synchronous rotating mode, the output primary driving gear is meshed with the output primary driven gear, and a secondary driving tooth meshed with the output secondary driven gear is arranged on the output shaft. By adopting the structure, the speed reduction transmission and the power output can be stably and reliably realized.
Preferably, the method comprises the following steps: the combined type wheel hub comprises a wheel hub outer ring and a wheel hub inner ring, a tire is sleeved on the wheel hub outer ring, the wheel hub inner ring is rotatably sleeved on a wheel shaft, and the inner edge of the wheel hub outer ring is connected with the outer edge of the wheel hub inner ring through a plurality of bolts. By adopting the structure, the assembly difficulty and the manufacturing difficulty of parts are greatly reduced.
Preferably, the method comprises the following steps: the synchronizer comprises a synchronizer hub, a synchronizer hub and a synchronizer coupling sleeve, wherein the synchronizer hub is synchronously rotated with an inner core wheel, the synchronizer hub is sleeved on an outer intermediate shaft in a synchronous rotating mode, the synchronizer coupling sleeve is sleeved on the synchronizer hub in a synchronous rotating mode, one side, close to the synchronizer hub, of the synchronizer hub is provided with a high-speed gear friction inner sheet, a high-speed gear friction outer sheet and a high-speed gear synchronizing ring which are sequentially sleeved outwards in the radial direction, a plurality of synchronizer sliding blocks which synchronously slide with the synchronizer coupling sleeve are arranged on the periphery of the synchronizer hub, and the shifting fork can drive the synchronizer coupling sleeve to axially slide;
when the synchronizer coupling sleeve slides towards the high-speed gear coupling sleeve, the synchronizer sliding block can drive the high-speed gear synchronizing ring to drive the high-speed gear friction outer sheet to compress the high-speed gear friction inner sheet on the high-speed gear coupling sleeve, so that the synchronizer coupling sleeve and the high-speed gear coupling sleeve are combined after synchronous rotation.
By adopting the structure, the gear shifting device is ingenious in design, simple and reliable, can be switched between a high-speed gear and a low-speed gear stably and reliably, and cannot generate the situations of gear shifting clamping stagnation and gear difficult to enter.
Preferably, the method comprises the following steps: the two side surfaces of the high-speed gear friction outer sheet are respectively matched with the high-speed gear friction inner sheet and the high-speed gear synchronizing ring inclined plane. By adopting the structure, the synchronizer coupling sleeve and the high-speed gear coupling sleeve can be more stably, reliably and quickly rotated synchronously.
Preferably, the method comprises the following steps: keep off outer piece of friction at a high speed includes integrated into one piece's installation department and inclined plane cooperation portion, the installation department is annular sheet structure of circle to the suit is on synchronous ware spline hub, inclined plane cooperation portion is for leaning out the cylindrical structure of extension from the installation department outer fringe, and its diameter is towards the direction of keeping away from the installation department crescent, and the both sides face of inclined plane cooperation portion keeps off the inclined plane cooperation that the inner piece of friction and the synchronizer ring of keeping off at a high speed respectively with a high speed and correspond. By adopting the structure, the installation reliability and the friction inclined plane matching reliability are considered.
Preferably, the method comprises the following steps: the synchronizer spline hub is close to the sunken shaping of one side terminal surface that high-speed fender combines the cover and has the friction structure installation cavity, high-speed fender friction outer piece, high-speed fender friction inner piece and high-speed fender synchronizer ring all partly are located the friction structure installation cavity. By adopting the structure, the reliability of installation of friction fit related parts is improved.
Preferably, the method comprises the following steps: the power output cover transmits power to the chain transmission assembly through the transmission sensing mechanism, the driving chain wheel comprises a chain wheel sleeve which is rotatably sleeved on the outer intermediate shaft of the wheel and a chain wheel body which is formed on the chain wheel sleeve, the transmission sensing mechanism comprises a transmission sensing cam sleeve which is sleeved on the chain wheel sleeve, an elastic reset element which is used for driving the transmission sensing cam sleeve to be close to the power output sleeve and a detection device which is used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve and the chain wheel sleeve and can slide along the axial direction of the chain wheel sleeve, and the adjacent end faces of the power output sleeve and the transmission sensing cam sleeve form end face cam matching. By adopting the structure, the real-time power can be accurately monitored while transmission is carried out, and the device is simple and reliable; if the real-time power measured by the sensing transmission mechanism is greater than a set power target, the single-side synchronizer is in a combined state and is in a high-speed gear; if the real-time power measured by the sensing transmission mechanism is smaller than the set power target, the unilateral synchronizer is in a disconnected state and is in a low-speed gear.
Preferably, the method comprises the following steps: the power input mechanism comprises a driving motor, an input first-stage driving gear, an input shaft, an input first-stage driven gear and an input second-stage driven gear, wherein the input first-stage driving gear rotates synchronously with a motor shaft of the driving motor, the input shaft is parallel to an outer-wheel middle shaft and the motor shaft, the input first-stage driven gear is sleeved on the input shaft in a synchronous rotating mode, the input second-stage driven gear is sleeved on the outer-wheel middle shaft in a synchronous rotating mode, the input first-stage driving gear is meshed with the input first-stage driven gear, and an input second-stage driving gear meshed with the input second-stage driven gear is formed on the input shaft. By adopting the structure, power input and speed reduction transmission can be stably and reliably realized.
Preferably, the method comprises the following steps: the speed reduction assembly comprises a speed reduction shaft parallel to the wheel outer intermediate shaft, a speed reduction primary driven gear and a speed reduction secondary driving gear, wherein the speed reduction primary driven gear and the speed reduction secondary driving gear are sleeved on the speed reduction shaft in a synchronous rotating mode, the speed reduction primary driven gear is meshed with the speed reduction primary driving gear, and the speed reduction secondary driving gear is meshed with a speed reduction secondary driven gear arranged on an outer ring of the overrunning clutch. With the above structure, the reduction transmission can be stably and reliably realized.
Compared with the prior art, the beneficial effects of the utility model are that:
the chain type central driving electric driving automatic speed changing system adopting the technical scheme has novel structure and ingenious design, the speed reducing output mechanism is additionally arranged on the driving wheel, the speed reducing transmission path is prolonged, the speed reducing ratio is increased, so that the high-speed motor can be used as the driving, the motor is positioned on a high-efficiency output platform, the motor efficiency is greatly improved, the endurance mileage is increased, the central driving type arrangement mode is adopted at the two sides of the driving wheel, the balance is good, the reliability is high, the chain transmission mode is kept, the impact of acceleration and deceleration of the two-wheel vehicle can be buffered, the distance change between chain wheels caused by the vertical oscillation of a suspension system can be reduced, in addition, the two-gear shifting can be realized, the electric two-wheel vehicle has strong climbing and heavy-load capacity, the motor can be positioned on the high-efficiency platform all the time, and the efficiency of the motor under the climbing and heavy-load conditions is further improved, the energy consumption of the motor is reduced.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic diagram of a single-sided synchronizer;
FIG. 3 is a schematic diagram of the engagement relationship between the transmission sensing mechanism and the related components;
FIG. 4 is a schematic structural view of an overrunning clutch;
FIG. 5 is a cross-sectional view of the overrunning clutch.
Detailed Description
The present invention will be further described with reference to the following examples and accompanying drawings.
As shown in fig. 1, a chain-type central-drive electrically-driven automatic transmission system mainly comprises a power input mechanism, a driving wheel 2, a gear-shifting transmission mechanism arranged on an external intermediate shaft 3, a wheel shaft 16 connected with the external intermediate shaft 3 through a chain transmission assembly, and a speed-reducing output mechanism arranged on the wheel shaft 16, wherein the driving wheel 2 is rotatably mounted on the wheel shaft 16, the chain transmission assembly and the speed-reducing output mechanism are respectively positioned at two sides of the driving wheel 2, the speed-reducing output mechanism performs speed-reducing transmission between the wheel shaft 16 and the driving wheel 2, the power input mechanism transmits power to the speed-reducing output mechanism through the external intermediate shaft 3, the gear-shifting transmission mechanism, the chain transmission assembly and the wheel shaft 16 in sequence, and the speed-reducing output mechanism drives the driving wheel 2 to rotate.
The gear shifting transmission mechanism comprises a unilateral synchronizer 4, an overrunning clutch 15 and a speed reducing assembly, the unilateral synchronizer 4, the overrunning clutch 15 and a speed reducing first-level driving gear 6 of the speed reducing assembly are sleeved on an outer-wheel intermediate shaft 3, the overrunning clutch 15 and the speed reducing first-level driving gear 6 are respectively positioned on two sides of the unilateral synchronizer 4, the speed reducing first-level driving gear 6 and the outer-wheel intermediate shaft 3 synchronously rotate, a power output sleeve 18, a driving chain wheel 7 of the chain transmission assembly and an inner core wheel 15c of the overrunning clutch 15 synchronously rotate, and the unilateral synchronizer 4 can be combined with or separated from the inner core wheel 15c under the action of a gear shifting fork 5.
When the unilateral synchronizer 4 is combined with the inner core wheel 15c, the overrunning clutch 15 is in an overrunning state, and the power output by the wheel outer intermediate shaft 3 is transmitted to the power output sleeve 18 through the unilateral synchronizer 4 and the inner core wheel 15c in sequence; when the unilateral synchronizer 4 is separated from the inner core wheel 15c, the overrunning clutch 15 is in a combined state, and the power output by the off-wheel intermediate shaft 3 is transmitted to the power output sleeve 18 through the speed reducing component and the overrunning clutch 15 in sequence.
In this embodiment, the driving wheel 2 includes a combined hub 2a and a tire 2b disposed on the combined hub 2a, the combined hub 2a includes a hub outer ring 2a1 and a hub inner ring 2a2, the tire 2b is sleeved on the hub outer ring 2a1, the hub inner ring 2a2 is rotatably sleeved on the wheel axle 16, and an inner edge of the hub outer ring 2a1 is connected with an outer edge of the hub inner ring 2a2 through a plurality of bolts 2a 3.
The speed reduction output mechanism comprises an output primary driving gear 22 which is sleeved on the wheel shaft 16 in a synchronous rotating mode, an output shaft 23 which is parallel to the wheel shaft 16, an output primary driven gear 24 which is sleeved on the output shaft 23 in a synchronous rotating mode, and an output secondary driven gear 26 which is sleeved on the hub inner ring 2a2 in a synchronous rotating mode, wherein the output primary driving gear 22 is meshed with the output primary driven gear 24, and the output shaft 23 is provided with a secondary driving tooth 23a which is meshed with the output secondary driven gear 26.
Referring to fig. 1 and 2, the one-sided synchronizer 4 includes a high-speed gear coupling sleeve 4a rotating synchronously with the inner core wheel 15c, a synchronizer spline hub 4c sleeved on the outer intermediate shaft 3 synchronously rotating, and a synchronizer coupling sleeve 4d sleeved on the synchronizer spline hub 4c synchronously rotating, one side of the synchronizer spline hub 4c close to the high-speed gear coupling sleeve 4a is provided with a high-speed gear friction inner plate 4k, a high-speed gear friction outer plate 4e, and a high-speed gear synchronizing ring 4f sequentially sleeved radially outward, the outer periphery of the synchronizer spline hub 4c is provided with a plurality of synchronizer sliders 4j sliding synchronously with the synchronizer coupling sleeve 4d, and the shift fork 5 can drive the synchronizer coupling sleeve 4d to slide axially.
When the synchronizer coupling sleeve 4d slides towards the high-speed gear coupling sleeve 4a, the synchronizer slider 4j can drive the high-speed gear synchronizing ring 4f to drive the high-speed gear friction outer piece 4e to press the high-speed gear friction inner piece 4k onto the high-speed gear coupling sleeve 4a, so that the synchronizer coupling sleeve 4d and the high-speed gear coupling sleeve 4a are combined after synchronous rotation and are in a high-speed gear. When the synchronizer sleeve 4d slides in the reverse direction to separate (rotate asynchronously) the synchronizer sleeve 4d from the high-speed gear sleeve 4a, the low-speed gear is engaged.
The surfaces of the two sides of the high-speed gear friction outer plate 4e are respectively matched with the high-speed gear friction inner plate 4k and the high-speed gear synchronizing ring 4f in an inclined plane. Specifically, the high-speed gear friction outer piece 4e includes an integrally formed mounting portion and an inclined plane matching portion, the mounting portion is a circular ring-shaped sheet structure and is sleeved on the synchronizer spline hub 4c, the inclined plane matching portion is a cylindrical structure extending obliquely outwards from the outer edge of the mounting portion, the diameter of the inclined plane matching portion gradually increases towards the direction away from the mounting portion, and two side faces of the inclined plane matching portion are respectively matched with the inclined planes corresponding to the high-speed gear friction inner piece 4k and the high-speed gear synchronizing ring 4 f.
Further, a friction structure mounting cavity 4c1 is concavely formed on one side end surface of the synchronizer spline hub 4c close to the high-speed gear coupling sleeve 4a, and the high-speed gear friction outer piece 4e, the high-speed gear friction inner piece 4k and the high-speed gear synchronizing ring 4f are all partially located in the friction structure mounting cavity 4c 1.
Referring to fig. 1 and 3, the power output sleeve 18 transmits power to the chain transmission assembly through the transmission sensing mechanism, the chain transmission assembly includes a driving sprocket 7 rotatably sleeved on the outer intermediate shaft 3, a driven sprocket 27 synchronously rotatably sleeved on the wheel shaft 16, and a chain connecting the driving sprocket 7 and the driven sprocket 27, and the driven sprocket 27 and the deceleration output mechanism are respectively located on two sides of the driving wheel 2.
The driving chain wheel 7 comprises a chain wheel sleeve 7a which is rotatably sleeved on the outer intermediate shaft 3 and a chain wheel body 7b which is formed on the chain wheel sleeve 7a, the transmission sensing mechanism comprises a transmission sensing cam sleeve 8 which is sleeved on the chain wheel sleeve 7a, an elastic reset element 10 which is used for driving the transmission sensing cam sleeve 8 to be close to the power output sleeve 18 and a detection device which is used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve 8 and the chain wheel sleeve 7a and can slide along the axial direction of the chain wheel sleeve 7a, and the adjacent end faces of the power output sleeve 18 and the transmission sensing cam sleeve 8 form end face cam matching. The spiral transmission pair comprises an inner spiral raceway and an outer spiral raceway, wherein the inner spiral raceway is distributed on the inner wall of the transmission sensing cam sleeve 8 along the circumferential direction, the outer spiral raceway is distributed on the outer wall of the chain wheel sleeve 7a along the circumferential direction, a plurality of outwards-protruding balls are embedded in each outer spiral raceway, and each ball can roll in the corresponding inner spiral raceway and the corresponding outer spiral raceway. When the transmission sensing cam sleeve 8 rotates relative to the sprocket sleeve 7a, it can move axially relative to the sprocket sleeve 7 a.
The detection device comprises a rotating speed detection permanent magnet 9 and a displacement detection permanent magnet 27 which are both arranged on the transmission sensing cam sleeve 8, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell. Detection device can acquire accurate rotational speed and displacement information, can accurately learn the real-time power of taking turns outer jackshaft 3 according to rotational speed and displacement information, when real-time power is less than the power target, can initiatively shift into the low gear from the high gear, when real-time power is greater than the power target, can initiatively shift into the high gear from the low gear.
Referring to fig. 1, the power input mechanism includes a driving motor 1, an input first-stage driving gear 11 rotating synchronously with a motor shaft 1a of the driving motor 1, an input shaft 12 parallel to the off-wheel intermediate shaft 3 and the motor shaft 1a, an input first-stage driven gear 13 synchronously rotatably fitted over the input shaft 12, and an input second-stage driven gear 14 synchronously rotatably fitted over the off-wheel intermediate shaft 3, the input first-stage driving gear 11 is engaged with the input first-stage driven gear 13, and an input second-stage driving gear 12a engaged with the input second-stage driven gear 14 is formed on the input shaft 12.
Referring to fig. 1, 4 and 5, the speed reduction assembly includes a speed reduction shaft 19 parallel to the off-wheel intermediate shaft 3, a speed reduction primary driven gear 20 and a speed reduction secondary driving gear 21 synchronously rotatably sleeved on the speed reduction shaft 19, the speed reduction primary driven gear 20 is engaged with the speed reduction primary driving gear 6, and the speed reduction secondary driving gear 21 is engaged with a speed reduction secondary driven gear 15b provided on an outer ring 15a of the overrunning clutch 15.
The overrunning clutch 15 further includes rolling bodies disposed between the outer race 15a and the inner core wheel 15c, the inner core wheel 15c includes an integrally formed inner core wheel main body 15c1 and an inner core wheel input sleeve 15c2, the high speed gear coupling sleeve 4a is fitted over the inner core wheel input sleeve 15c2 in a synchronous rotation manner, and the inner core wheel main body 15c1 rotates in a synchronous rotation manner with the power output sleeve 18. The power take-off sleeve 18 is fitted into a spline at the end face of the inner core wheel main body 15c1 near each other.
The rolling bodies distributed along the periphery of the inner core wheel 15c are composed of thick rolling bodies 15d and thin rolling bodies 15e which are alternately arranged, two opposite retainers 15f are arranged on the periphery of the inner core wheel 15c, a circle of annular groove 15f1 is formed in the inner wall of each retainer 15f, and two ends of each thin rolling body 15e are slidably inserted into the corresponding annular grooves 15f 1. By adopting the structure, each thin rolling body 15e can follow up, the overall stability and reliability are improved, and the service life is prolonged.
The outer wall of the outer ring 15a is provided with two-stage speed reduction driven teeth 15b arranged along the circumferential direction. With the above configuration, power transmission can be reliably performed.
The outer periphery of the inner core wheel 15c is provided with outer teeth 15c3 matched with the thick rolling bodies 15d, the outer teeth 15c3 comprise a top arc section 15c32, a short side section 15c31 and a long side section 15c33 which are respectively positioned at two sides of the top arc section 15c32, the short side section 15c31 is of an inwards concave arc structure, the long side section 15c33 is of an outwards convex arc structure, and the curvature of the short side section 15c31 is smaller than that of the long side section 15c 33. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
High-speed gear transmission route: the drive motor 1 → the input primary drive gear 11 → the input primary driven gear 13 → the input shaft 12 → the input secondary driven gear 14 → the outer intermediate shaft 3 of the wheel → the one-sided synchronizer 4 → the inner core wheel 15c → the power output sleeve 18 → the drive sensing cam sleeve 8 → the drive sprocket 7 → the chain 28 → the driven sprocket 27 → the wheel shaft 16 → the output primary drive gear 22 → the output primary driven gear 24 → the output shaft 23 → the output secondary driven gear 26 → the drive wheel 2.
Low-speed gear transmission route: the drive motor 1 → the input first-stage drive gear 11 → the input first-stage driven gear 13 → the input shaft 12 → the input second-stage driven gear 14 → the out-of-wheel intermediate shaft 3 → the reduction first-stage drive gear 6 → the reduction first-stage driven gear 20 → the reduction shaft 19 → the reduction second-stage drive gear 21 → the overrunning clutch 15 → the power output sleeve 18 → the transmission sensing cam sleeve 8 → the drive sprocket 7 → the chain 28 → the driven sprocket 27 → the wheel shaft 16 → the output first-stage drive gear 22 → the output first-stage driven gear 24 → the output shaft 23 → the output second-stage driven gear 26 → the drive wheel 2.
Finally, it should be noted that the above description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and the scope of the present invention.
Claims (10)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202023038544.7U CN214267875U (en) | 2020-12-16 | 2020-12-16 | A chain type central drive electric drive automatic transmission system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202023038544.7U CN214267875U (en) | 2020-12-16 | 2020-12-16 | A chain type central drive electric drive automatic transmission system |
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| CN214267875U true CN214267875U (en) | 2021-09-24 |
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| CN202023038544.7U Expired - Fee Related CN214267875U (en) | 2020-12-16 | 2020-12-16 | A chain type central drive electric drive automatic transmission system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112537404A (en) * | 2020-12-16 | 2021-03-23 | 西南大学 | Chain type central driving electric driving automatic speed changing system |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112537404A (en) * | 2020-12-16 | 2021-03-23 | 西南大学 | Chain type central driving electric driving automatic speed changing system |
| CN112537404B (en) * | 2020-12-16 | 2024-10-25 | 西南大学 | Chain type central driving electric driving automatic speed changing system |
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| GR01 | Patent grant | ||
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| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20210924 |