CN111017105A - Symmetric double-motor central driving system based on intelligent transmission system - Google Patents
Symmetric double-motor central driving system based on intelligent transmission system Download PDFInfo
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- CN111017105A CN111017105A CN201911421008.4A CN201911421008A CN111017105A CN 111017105 A CN111017105 A CN 111017105A CN 201911421008 A CN201911421008 A CN 201911421008A CN 111017105 A CN111017105 A CN 111017105A
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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
-
- 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
-
- 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
-
- 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
-
- 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
-
- 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
-
- 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
-
- 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
-
- 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
Abstract
The invention discloses a symmetrical double-motor central driving system based on an intelligent transmission system, which comprises: a central output component; the two groups of box bodies are symmetrically arranged on two sides of the central output part, two ends of the central output part are rotationally matched with the box bodies, output shafts are rotationally arranged in the two groups of box bodies, and one ends of the output shafts penetrate through the box bodies and are fixedly connected to the central output part; and the variable-speed driving device is arranged in the box body, is driven by the motor, transmits power through the speed reducing mechanism and the cam clutch mechanism, and can drive the output shaft to rotate at a low-speed or high-speed transmission ratio. The invention has the beneficial effects that: when the output load is large, the two motors are involved, the acceleration performance and the climbing performance of the vehicle can be improved, and when the load is small, only one motor is used for power driving, so that the energy-saving effect can be achieved. When using on electric bicycle simultaneously, the equilibrium of wheel is good, is favorable to promoting the nature controlled and the security of vehicle.
Description
Technical Field
The invention relates to an electric drive speed change mechanism, in particular to a symmetrical double-motor central drive system based on an intelligent transmission system.
Background
With the development of the transmission mechanism, an automatic transmission capable of automatic gear shifting has become the mainstream of the market. In recent years, the requirements on automatic transmissions are increasing both in the international and domestic markets, and the quality of the automatic transmissions plays a decisive role in the aspects of driving feeling, vehicle performance, energy consumption economy and the like of vehicles.
For research and development of an automatic transmission, in addition to a relatively common electrically controlled hydraulic Automatic Transmission (AT), an electrically controlled mechanical automatic transmission (AMT) and an electrically controlled mechanical continuously variable automatic transmission (CVT) in the market, the applicant has recently developed an AAT transmission, that is, an intelligent automatic transmission, the structure of which can refer to the publication number: CN105151216A patent application document, this AAT transmission mainly uses a cam pair to perform adaptive gear shifting, and drives a cam in reverse direction by a load, so as to cause the cam to generate axial displacement, thereby achieving the purpose of gear shifting.
Despite the advantages of the above-described transmissions with adaptive shifting by means of cam pairs, there is still room for optimization. Such as: traditional actuating system adopts single motor as the power supply, only can rely on several kinds of drive ratios of derailleur self to provide different drive output, and driven selectivity is comparatively single, and to the electric drive system who arranges reduction gears simultaneously, the power supply is arranged with reduction gears adopts the mode side by side generally, and both all lie in same one side of output unit, make whole actuating system structure too huge, deposit and the atress is asymmetric, and the equilibrium remains to be improved.
Disclosure of Invention
In view of this, the present invention provides a symmetric dual-motor central driving system based on an intelligent transmission system, so as to solve the technical problems of single driving selectivity and poor overall balance of the driving system.
In order to achieve the purpose, the technical scheme of the invention is as follows:
the utility model provides a symmetry bi-motor central drive system based on intelligent transmission system which the key lies in, includes:
a central output component;
the two groups of box bodies are symmetrically arranged on two sides of the central output part, two ends of the central output part are in running fit with the corresponding box bodies, output shafts are rotatably arranged in the two groups of box bodies, and one ends of the output shafts penetrate through the box bodies and are fixedly connected to the central output part;
and the two groups of variable speed driving devices are respectively driven by a motor and are arranged in the two groups of boxes in a one-to-one correspondence manner, each variable speed driving device comprises a speed reducing mechanism and a cam clutch mechanism, and the output power of the motor drives an output shaft to rotate through the speed reducing mechanism and the cam clutch mechanism.
Adopt above-mentioned structure, the bilateral symmetry of central output part arranges the box, all is equipped with variable speed drive in the box, and central output part is driven by two sets of motors promptly, when output load is great, can let two motors all intervene to increase the acceleration performance and the climbing performance of vehicle, when the load is less, only carry out power drive with a motor, in order to play energy-conserving effect.
Meanwhile, in the structure, the box bodies on the two sides are completely symmetrical relative to the central output part, so that the whole stress of the driving system is balanced, and the power output in the center of the driving system is realized.
Preferably, the method comprises the following steps: an input gear is rotatably arranged on the output shaft, and the motor is in power connection with the input gear through a speed reduction assembly. By adopting the structure, the starting load of the motor can be reduced, and the service life is prolonged.
Preferably, the method comprises the following steps: reduction gears includes one-level transmission shaft and secondary drive axle, be provided with freewheel clutch and first reduction gear on the one-level transmission shaft, wherein first reduction gear and one-level transmission shaft normal running fit, and with input gear end face connects, be provided with second reduction gear and third reduction gear on the secondary drive axle, wherein second reduction gear and first reduction gear meshing, third reduction gear with freewheel clutch's outer lane meshing. By adopting the structure, the internal power transmission path of the speed reducing mechanism is as follows in sequence: when the rotating speed of the outer ring of the overrunning clutch is greater than that of the inner ring, the overrunning clutch enters a working state, the speed reducing mechanism normally transmits power, otherwise, the power is interrupted, and the primary transmission shaft rotates along with the output shaft.
Preferably, the method comprises the following steps: the output shaft penetrates through the speed reducing mechanism, and the primary transmission shaft is fixedly sleeved on the output shaft in a shaft sleeve mode. By adopting the structure, the assembly is convenient, and the effective transmission of power can be ensured.
Preferably, the method comprises the following steps: the cam clutch mechanism comprises a friction transmission part arranged on an output shaft, the inner side of the friction transmission part is connected with the output shaft in a sliding mode through an inner spiral groove embedded with a ball, the outer side of the friction transmission part is in friction fit with an inner ring of the input gear through a conical profile, one end of the friction transmission part is supported on the output shaft through an elastic element, and the end part of the other end of the friction transmission part is provided with an arc convex structure;
the end part of the primary transmission shaft is provided with an arc-shaped concave structure matched with the arc-shaped convex structure, and when the primary transmission shaft rotates, thrust opposite to the elastic direction of the elastic element can be applied to the friction transmission part through the arc-shaped convex structure. By adopting the structure, because the friction transmission part is in friction fit with the primary transmission shaft through the arc-shaped convex structure and the arc-shaped concave structure, when a driving system is just started, the output shaft bears a large load, namely the interaction between the arc-shaped convex structure and the arc-shaped concave structure is obvious, the friction transmission part overcomes the elastic resistance of the elastic element on the output shaft to move rightwards under the driving of the arc-shaped concave structure, then the friction transmission part is disconnected with the inner side of the input gear at the position of the conical profile, so that the low-speed transmission of a power transmission route through the speed reducing mechanism is ensured, the load borne by the output shaft is gradually reduced along with the gradual starting of the driving system, then the friction transmission part is reset leftwards under the elastic action of the elastic element and is in friction combination with the inner side of the input gear, at the moment, because the speed, the power in the speed reducing mechanism is interrupted, and the output power of the input gear is directly transmitted to the output shaft at high speed through the friction transmission part.
Preferably, the method comprises the following steps: and the outer spiral groove is matched with the inner spiral groove and surrounds the inner spiral groove to form a rolling channel for accommodating the ball. By adopting the structure, the requirement of ball installation can be met, and the principle of ball screw connection is formed between the friction transmission part and the output shaft, so that the friction transmission part can move axially on the output shaft when being loaded.
Preferably, the method comprises the following steps: and a friction sleeve which is matched with the conical molded surface is fixedly arranged on the inner side of the input gear. By adopting the structure, effective friction clutch between the input gear and the friction transmission part can be ensured.
Preferably, the method comprises the following steps: one end of the friction sleeve, which is close to the first reduction gear, is provided with an extension sleeve, one end of the input gear is connected with the end face of the first reduction gear through the extension sleeve, and the other end of the input gear is rotatably arranged on the output shaft through a retainer. By adopting the structure, the input gear is convenient to assemble.
Preferably, the method comprises the following steps: the central output component is provided with a mounting hole, and the end part of the output shaft is fixedly connected in the mounting hole through a spline. By adopting the structure, the fixed connection between the output shaft and the central output component is convenient to realize.
Preferably, the method comprises the following steps: and two ends of the central output part are supported in the box body through bearings. By adopting the structure, the installation is convenient, and the effective rotation of the central output component is ensured.
Compared with the prior art, the invention has the beneficial effects that:
the symmetrical double-motor central driving system based on the intelligent transmission system provided by the invention adopts a double-motor driving power system, when the output load is larger, two motors can be involved to increase the acceleration performance and the climbing performance of a vehicle, and when the load is smaller, only one motor is used for power driving to play a role in energy conservation. Meanwhile, the box bodies on the two sides are completely symmetrical relative to the central output part, so that the whole stress of the driving system is balanced, and the power output in the center of the driving system is realized. When the system is applied to the driving wheel of the electric two-wheeled vehicle, the stress of the vehicle can be more balanced, and the controllability and the safety of the vehicle are improved.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic structural view of the reduction mechanism and the cam clutch mechanism arranged on the output shaft;
FIG. 3 is a schematic layout of the underdrive of the variable speed drive;
FIG. 4 is a schematic circuit diagram of the high speed transmission of the variable speed drive.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
The present embodiment will be described by taking an example in which the center drive system is applied to a rear wheel of an electric two-wheeled vehicle.
As shown in fig. 1, a symmetric dual-motor central driving system based on an intelligent transmission system relates to the following main components: the central output part 4, the box A, the motor 1, the speed reducing mechanism 6, the cam clutch mechanism 7, the output shaft 3, the speed reducing assembly 8, the input gear 2 and the hub 9, wherein the motor 1, the speed reducing assembly 8, the input gear 2, the speed reducing mechanism 6, the cam clutch mechanism 7 and the output shaft 3 form a variable speed driving device of a driving system and are arranged in the box A.
As shown in fig. 3, the number of the cases a is two, the cases a are symmetrically arranged on both sides of the central output component 4, both ends of the central output component 4 are supported in the two cases a through bearings, the central output component 4 has a mounting hole 4a, one end of the output shaft 3 penetrates through the cases a and is fixedly connected in the mounting hole 4a of the central output component 4 through spline teeth, and the part of the output shaft 3 inside the cases a is also rotationally matched with the cases a through bearings.
Further, as shown in fig. 2, the speed change driving device is divided into a high gear and a low gear, and the two gears are realized by switching the speed reducing mechanism 6 and the cam clutch mechanism 7, and the specific structure is as follows:
reduction gears 6's structure includes one-level transmission shaft 6a and secondary drive shaft 6b, be provided with freewheel clutch 6c and first reduction gear 6d on one-level transmission shaft 6a, wherein first reduction gear 6d and one-level transmission shaft 6a normal running fit, and with 2 end connection of input gear, be provided with second reduction gear 6e and third reduction gear 6f on the secondary drive shaft 6b, wherein second reduction gear 6e and the meshing of first reduction gear 6d, third reduction gear 6f with freewheel clutch 6 c's outer lane meshing.
The structure of the cam clutch mechanism 7 comprises a friction transmission part 7a installed on the output shaft 3, the inner side of the friction transmission part 7a is connected with the output shaft 3 in a sliding way through an inner spiral groove 7c embedded with a ball 7b, the outer side is in friction fit with the inner ring of the input gear 2 through a conical profile 7d, one end of the friction transmission part 7a is supported on the output shaft 3 through an elastic element 7e, and the end part of the other end is provided with an arc-shaped convex structure 7 f; an arc-shaped concave structure 7h matched with the arc-shaped convex structure 7f is arranged at the end part of the primary transmission shaft 6a, and when the primary transmission shaft 6a rotates, thrust opposite to the elastic direction of the elastic element 7e can be applied to the friction transmission part 7a through the arc-shaped convex structure 7 f.
When the two-wheel vehicle is started at a low speed, the load borne by the hub 9 is large, namely the load borne by the output shaft 3 is large, and the friction transmission part 7a and the primary transmission shaft 6a are in friction fit through the arc-shaped convex structure 7f and the arc-shaped concave structure 7h, so that when the vehicle is just started, the friction transmission part 7a can overcome the elastic resistance of the elastic element 7e to move rightwards on the output shaft 3 under the pushing of the arc-shaped concave structure 7h, so that the friction transmission part 7a is disconnected with the inner side of the input gear 2, and the power transmission route is ensured to be transmitted at a low speed through the speed reducing mechanism 6.
Therefore, referring to fig. 3, the power transmission path of the underdrive route B is: the motor 1 → the speed reducing assembly 8 → the input gear 2 → the first speed reducing gear 6d → the second speed reducing gear 6e → the secondary transmission shaft 6b → the third speed reducing gear 6f → the outer ring of the overrunning clutch 6c → the inner ring of the overrunning clutch 6c → the primary transmission shaft 6a → the friction transmission member 7a → the output shaft 3 → the central output member 4 → the hub 9.
After the two-wheeled vehicle is gradually started, the load borne by the hub 9 is gradually reduced, namely the load borne by the output shaft 3 is gradually reduced, then the friction transmission part 7a is reset leftwards under the elastic force action of the elastic element 7e and is in friction combination with the inner side of the input gear 2, at the moment, the overrunning clutch 6c is arranged in the speed reducing mechanism 6, the rotating speed of the inner ring of the overrunning clutch 6c exceeds the rotating speed of the outer ring, the power in the speed reducing mechanism 6 is interrupted, and the rotation of the input gear 2 in the speed change driving device is directly transmitted to the output shaft 3 through the friction transmission part 7a at a high speed.
Therefore, referring to fig. 4, the power transmission path of the high-speed transmission line C is: motor 1 → reduction assembly 8 → input gear 2 → friction transmission member 7a → output shaft 3 → central output member 4 → hub 9.
As shown in fig. 2, in this embodiment, the elastic element 7e preferably adopts a disc spring, the output shaft 3 penetrates through the speed reducing mechanism 6, the primary transmission shaft 6a is fixedly sleeved on the output shaft 3 in a shaft sleeve manner, and the arc-shaped convex structure 7f and the arc-shaped concave structure 7h are both end cams which are adapted to each other and are in transmission fit in a cam pair manner. The output shaft 3 is provided with an outer spiral groove 7k which has the same path with the inner spiral groove 7c, the outer spiral groove 7k and the inner spiral groove 7c surround to form a rolling channel for accommodating the ball 7b, so that a ball screw connection principle is formed between the friction transmission part 7a and the output shaft 3, and the friction transmission part 7a can move axially on the output shaft 3 when being loaded.
Meanwhile, in order to ensure effective friction clutch between the input gear 2 and the friction transmission part 7a, the inner side of the input gear 2 is sleeved with a friction sleeve 2a, and the inner side of the friction sleeve 2a is adapted to the conical profile 7d of the friction transmission part 7 a. An extension sleeve 2b is arranged at one end of the friction sleeve 2a close to the first reduction gear 6d, the left end of the input gear 2 is connected with the end face of the first reduction gear 6d through the extension sleeve 2b, and the right end is rotatably arranged on the output shaft 3 through a retainer 2 c.
Finally, it should be noted that the above-mentioned 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 scope of the present invention.
Claims (10)
1. A symmetrical double-motor central driving system based on an intelligent transmission system is characterized by comprising:
a central output member (4);
the two groups of box bodies (A) are symmetrically arranged on two sides of the central output part (4), two ends of the central output part (4) are rotationally matched with the corresponding box bodies (A), the two groups of box bodies (A) are internally and rotationally provided with output shafts (3), and one ends of the output shafts (3) penetrate through the box bodies (A) and are fixedly connected to the central output part (4);
the two groups of variable speed driving devices are respectively driven by one motor (1) and are arranged in the two groups of box bodies (A) in a one-to-one correspondence mode, each variable speed driving device comprises a speed reducing mechanism (6) and a cam clutch mechanism (7), and the output power of the motors (1) drives the output shafts (3) to rotate through the speed reducing mechanisms (6) and the cam clutch mechanisms (7).
2. The intelligent drive system based symmetric dual-motor central drive system of claim 1, wherein: an input gear (2) is rotatably mounted on the output shaft (3), and the motor (1) is in power connection with the input gear (2) through a speed reduction assembly (8).
3. The intelligent drive system based symmetric dual-motor central drive system of claim 2, wherein: reduction gears (6) include one-level transmission shaft (6a) and secondary drive axle (6b), be provided with freewheel clutch (6c) and first reduction gear (6d) on one-level transmission shaft (6a), wherein first reduction gear (6d) and one-level transmission shaft (6a) normal running fit, and with input gear (2) end connection, be provided with second reduction gear (6e) and third reduction gear (6f) on secondary drive shaft (6b), wherein second reduction gear (6e) and first reduction gear (6d) meshing, third reduction gear (6f) with the outer lane meshing of freewheel clutch (6 c).
4. The intelligent drive system based symmetric dual-motor central drive system of claim 3, wherein: the output shaft (3) penetrates through the speed reducing mechanism (6), and the primary transmission shaft (6a) is fixedly sleeved on the output shaft (3) in a shaft sleeve mode.
5. The intelligent drive system based symmetric dual-motor central drive system of claim 4, wherein: the cam clutch mechanism (7) comprises a friction transmission part (7a) arranged on the output shaft (3), the inner side of the friction transmission part (7a) is connected with the output shaft (3) in a sliding mode through an inner spiral groove (7c) embedded with a ball (7b), the outer side of the friction transmission part is in friction fit with the inner ring of the input gear (2) through a conical profile (7d), one end of the friction transmission part (7a) is supported on the output shaft (3) through an elastic element (7e), and the end of the other end of the friction transmission part is provided with an arc-shaped convex structure (7 f);
the end part of the primary transmission shaft (6a) is provided with an arc-shaped concave structure (7h) matched with the arc-shaped convex structure (7f), and when the primary transmission shaft (6a) rotates, thrust opposite to the elastic direction of the elastic element (7e) can be applied to the friction transmission part (7a) through the arc-shaped convex structure (7 f).
6. The intelligent drive system based symmetric dual-motor central drive system of claim 5, wherein: an outer spiral groove (7k) matched with the inner spiral groove (7c) is formed in the output shaft (3), and the outer spiral groove (7k) and the inner spiral groove (7c) are encircled to form a rolling channel for containing the ball (7 b).
7. The intelligent drive system based symmetric dual-motor central drive system of claim 6, wherein: and a friction sleeve (2a) which is matched with the conical molded surface (7d) is fixedly arranged on the inner side of the input gear (2).
8. The intelligent drive system based symmetric dual-motor central drive system of claim 7, wherein: one end of the friction sleeve (2a), which is close to the first reduction gear (6d), is provided with an extension sleeve (2b), one end of the input gear (2) is connected with the end face of the first reduction gear (6d) through the extension sleeve (2b), and the other end of the input gear is rotatably installed on the output shaft (3) through a retainer (2 c).
9. The intelligent drive system based symmetric dual-motor central drive system according to any one of claims 1 to 8, wherein: the central output component (4) is provided with a mounting hole (4a), and the end part of the output shaft (3) is fixedly connected in the mounting hole (4a) through a spline.
10. The intelligent drive system based symmetric dual-motor central drive system of claim 9, wherein: and two ends of the central output part (4) are supported in the box body (A) through bearings.
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| CN201911421008.4A CN111017105B (en) | 2019-12-31 | 2019-12-31 | Symmetric double-motor central driving system based on intelligent transmission system |
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| CN201911421008.4A CN111017105B (en) | 2019-12-31 | 2019-12-31 | Symmetric double-motor central driving system based on intelligent transmission system |
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| CN111017105A true CN111017105A (en) | 2020-04-17 |
| CN111017105B CN111017105B (en) | 2021-02-19 |
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| CN1105323A (en) * | 1994-01-12 | 1995-07-19 | 湖南省祁阳县微型车辆助行器厂 | Mini-vehicle assistor with rear wheel driven directly |
| JPH1179052A (en) * | 1997-09-14 | 1999-03-23 | Honda Motor Co Ltd | Power unit arrangement structure of motorcycle |
| US20090205455A1 (en) * | 2008-02-19 | 2009-08-20 | Yamaha Hatsudoki Kabushiki Kaisha | Electonically controlled transmission with structure for reliable shifting to a neutral position |
| CN110382913A (en) * | 2016-12-01 | 2019-10-25 | 比亚乔公司 | High performance synchronous transmission device |
| CN208264440U (en) * | 2018-03-27 | 2018-12-21 | 淮北市金鑫电动车有限公司 | A kind of household three-wheeled electric vehicle using motor |
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