CN111017106A - Compact type large-load central driving type self-adaptive electric driving assembly - Google Patents

Compact type large-load central driving type self-adaptive electric driving assembly Download PDF

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Publication number
CN111017106A
CN111017106A CN201911421035.1A CN201911421035A CN111017106A CN 111017106 A CN111017106 A CN 111017106A CN 201911421035 A CN201911421035 A CN 201911421035A CN 111017106 A CN111017106 A CN 111017106A
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China
Prior art keywords
sleeve
transmission
friction
shaft
main
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Application number
CN201911421035.1A
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Chinese (zh)
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CN111017106B (en
Inventor
薛荣生
张引航
陈俊杰
王靖
陈同浩
谭志康
邓天仪
邓云帆
梁品权
颜昌权
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Southwest University
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Southwest University
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Publication of CN111017106A publication Critical patent/CN111017106A/en
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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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a compact large-load central driving type self-adaptive electric driving assembly which comprises a rotary output part, a power system and a speed change system, wherein a first box body and a second box body are respectively arranged on two sides of the rotary output part, 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, a main transmission sleeve is sleeved on the main shaft, the power system, the power input mechanism and the high-speed gear transmission mechanism are arranged in the first box body, and the low-speed gear transmission mechanism is arranged in the second box body. By adopting the technical scheme, the advantages of the hub motor and the side-hanging structure are achieved through a newly designed central driving type structure; the space in the motor is fully utilized, the structure is extremely compact, and the integration degree is high; the motor can be matched with the actual running working condition and the motor working condition of the pure electric vehicle in a self-adaptive manner, 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.

Description

Compact type large-load central driving type self-adaptive electric driving assembly
Technical Field
The invention relates to the technical field of electric drive systems, in particular to a compact large-load central drive type self-adaptive electric drive assembly.
Background
With the increasing strictness of environmental regulations, new energy vehicles represented by pure electric powered automobiles, two-wheeled vehicles and three-wheeled vehicles have become a great trend to replace traditional fuel vehicles. The existing two-wheeled electric vehicle generally adopts a hub motor and a motor side-hanging structure.
The wheel 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 due to the limitation of a transmission structure of the existing electric vehicle in the driving process, 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 starting, climbing, headwind and the like, the motor usually needs to work under the conditions of low efficiency, low rotating speed and high torque, the motor is easy to be damaged accidentally, 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.
Therefore, there is a need for a new design of an electric drive assembly that solves the above problems, particularly for two-wheeled vehicles.
Disclosure of Invention
In order to solve the technical problem, the invention provides a compact large-load central driving type self-adaptive electric driving assembly.
The technical scheme is as follows:
the utility model provides a central drive formula self-adaptation electric drive assembly of compact heavy load, includes rotation output part, driving system and speed change system, driving system drives output part through the speed change system drive, its characterized in that: 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 main transmission sleeve is rotatably sleeved on the main shaft, the power system, the power input mechanism and the high-speed gear transmission mechanism are arranged in the first box body, the low-speed gear transmission mechanism and the power input mechanism are arranged in the second box body, the main shaft and the main transmission sleeve are arranged on the rotary output part in a penetrating manner, and two ends of the main shaft and two ends of the main transmission sleeve are respectively inserted into the first box body and the second box body;
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, at least parts of the elastic element group and the taper disc type friction clutch are 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 driving transmission sleeve and forms a spiral transmission pair with the driving transmission sleeve so that the driving friction piece can slide along the axial direction of the driving 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 driving transmission sleeve in sequence, and the driven friction piece can transmit 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 a countershaft transmission assembly, the transmission cam sleeve is rotatably sleeved on the main transmission sleeve and is matched with the profile of a cam at one end, close to the driving friction piece, of the driving friction piece to form an end face cam transmission pair, and the transmission cam sleeve transmits power to the rotating output part through the countershaft 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;
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 main shaft, the power input mechanism, the main 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 and heavy-load conditions such as starting, climbing and headwind, the rotating speed of the rotating output part is less than that of the main transmission sleeve, the main friction piece axially displaces along the main transmission sleeve, and the taper disc type friction clutch loses pretightening force, so that the friction clutch is disconnected and enters a low-speed gear; and when the rotating speed of the rotating output part is gradually increased to be the same as that of the main 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 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 smooth, and the pure electric vehicle can stably operate and is high in safety.
Preferably, the method comprises the following steps: the power input mechanism comprises an input first-stage driving gear fixedly sleeved on the main shaft, a speed reduction intermediate shaft parallel to the main shaft, 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 main transmission sleeve, wherein 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 motor shaft comprises a motor shaft main body in a hollow wall structure and a motor shaft cavity cover covering the motor shaft main body, the motor shaft main body and the motor shaft cavity cover are enclosed to form the transmission installation cavity, the motor shaft main body is sleeved on the main shaft and matched with a main shaft spline, and a central hole for the main shaft, the main transmission sleeve and the driven friction piece to penetrate through is formed in the motor shaft cavity cover. By adopting the structure, the tapered disc type friction clutch and the elastic element group can be reliably installed in the transmission installation cavity.
Preferably, the method comprises the following steps: the driving friction piece comprises a friction inner taper sleeve and a friction piece cam sleeve fixed at one end of the friction inner taper sleeve close to the transmission cam sleeve, the driven friction piece comprises a friction outer taper sleeve sleeved outside the friction inner taper sleeve and a clutch output sleeve sleeved outside the friction piece cam sleeve, the inner taper surface of the friction outer taper sleeve is in friction fit with the outer taper surface of the friction inner taper sleeve, the friction inner taper sleeve is sleeved on the main transmission sleeve and forms a spiral transmission pair with the main transmission sleeve, one end face of the friction piece cam sleeve, far away from the friction inner taper sleeve, and the corresponding end face of the transmission cam sleeve form an end face cam transmission pair, the elastic element group applies pretightening force to one end of the friction inner taper 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 therefore, the slow gear transmission is achieved, 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 sleeve and outer spiral raceways circumferentially distributed on the outer wall of the main 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 stable in matching, 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, far away from the clutch output sleeve, of the friction outer taper sleeve, the other end of the inner mounting sleeve is mounted on the main transmission sleeve through a deep groove ball bearing, and the elastic element group is located 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 main shaft, an auxiliary shaft first-stage driven gear and an auxiliary shaft second-stage driving gear, wherein the auxiliary shaft first-stage driving gear and the auxiliary shaft first-stage driven gear are fixedly sleeved on the auxiliary shaft, the auxiliary shaft first-stage driving gear is meshed with the auxiliary shaft first-stage driven gear, auxiliary shaft second-stage driven teeth meshed with the auxiliary shaft second-stage driving gear are 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. 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 mounted 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 support 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 compact large-load central driving type self-adaptive electric driving assembly adopting the technical scheme has the advantages of novel structure, ingenious design and easy realization, has the advantages of both the hub motor and the side-hanging structure through the newly designed central driving type structure, makes up the defects of the hub motor and the side-hanging 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 capability 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 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; meanwhile, the motor self-adaptive matching method can self-adaptively match the actual driving working condition and the motor working condition of the pure electric vehicle, so that the pure electric vehicle has strong climbing and heavy-load capacity, the motor is always positioned 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 compact large-load central driving type adaptive electric drive assembly mainly comprises a rotary output component 1, a power system and a speed change system, wherein the power system drives and drives the output component 1 through the speed change system, a first box body 8 and a second box body 9 are respectively arranged at two sides of the rotation 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, the main shaft 4 is rotatably sleeved with a main transmission sleeve 10, the power system, the power input mechanism and the high-speed gear transmission mechanism are arranged in the first box body 8, low-speed gear drive mechanism and power input mechanism install in second box 9, main shaft 4 and main drive sleeve 10 are all worn to establish on rotating output part 1, and insert respectively in first box 8 and the second box 9 equally at both ends.
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.
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 (the power system and the speed change system do not need to be disassembled), and the method is completely the same as the traditional method, so that the tire can be quickly replaced, 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, the reinforcing ribs 1a24 are 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, the surface of one side 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 wheel hub installing ring 1b1 installation wheel hub installing ring 1a1 has the heavy platform of installation 1b11 that suits with wheel hub installing ring 1a1, and the heavy platform of installation 1b11 can enough fix a position wheel hub installing ring 1a1, improves assembly efficiency, can improve the reliability that wheel hub support 1a and wheel hub 1b are connected again.
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 main shaft 4 and is in spline fit with the main shaft 4, and the motor shaft cavity cover 12a2 is provided with a central hole for the main shaft 4, the main transmission sleeve 10 and the driven friction piece 2b to pass through.
The power input mechanism comprises an input first-stage driving gear 22 fixedly sleeved on the main shaft 4, a speed reduction intermediate shaft 23 parallel to the main shaft 4, 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 main transmission sleeve 10, 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 main shaft 4, the main shaft 4 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 main 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 away from the clutch output sleeve 2b2, the other end is mounted on the main transmission sleeve 10 through a deep groove ball bearing 27, and the elastic element group 3 is disposed in the inner mounting sleeve 26, so that reliable mounting of the clutch output sleeve 2b2 can be ensured.
Referring to fig. 1 and 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, the elastic element group 3 and the tapered disc friction clutch 2 are both 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 a main transmission sleeve 10, a spiral transmission pair is formed between the driving friction piece and the main transmission sleeve 10, so that the driving friction piece 2a can slide along the axial direction of the main transmission sleeve 10, the driven friction piece 2b is sleeved on the driving friction piece 2a, a motor shaft 12a transmits power to the driving friction piece 2a through a main shaft 4, a power input mechanism and the main transmission sleeve 10 in sequence, and the driven friction piece 2b can transmit power to a rotation output part 1 (namely, a combined wheel) through a 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 main transmission sleeve 10 and forms a spiral transmission pair with the main transmission sleeve 10, an end face of the inner friction piece sleeve 2a2 far away from the inner friction cone sleeve 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 cone sleeve 2a1 far away from the friction piece sleeve 2a2, and the clutch output sleeve 5 b2 is sleeved on the clutch output sleeve 2b2, and is spline-fitted to 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 main 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 main transmission sleeve 10 drives the active friction piece 2a through the screw 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 a main 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 rotation 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 main shaft 4, 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 is provided with a second-stage countershaft driven gear 6c1 engaged with the second-stage countershaft driving gear 18, and an inner core wheel 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 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 driving friction piece and the driven friction piece are separated, the power is transmitted through the following route instead, namely a low-speed power transmission route, 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 energy of the movement resistance moment and stores potential energy for restoring the high-speed gear to transmit power.
After the start is successful, the running resistance is reduced, and when the component force is reduced to be smaller than the pressure generated by the elastic element group 3, the tapered disc type friction clutch 2 is restored to the engaged state by being pushed by the rapid release of the pressure generated by the elastic element group 3 due to the compression by the motion resistance, and rotates 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 those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.

Claims (10)

1. The utility model provides a compact heavy load central drive formula self-adaptation electric drive assembly, includes rotation output part (1), driving system and speed change system, driving system passes through the speed change system drive and drives output part (1), its characterized in that: a first box body (8) and a second box body (9) are respectively arranged on two sides of the rotation 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 main transmission sleeve (10) is rotatably sleeved on the main shaft (4), the power system, the power input mechanism and the high-speed gear transmission mechanism are installed in the first box body (8), the low-speed gear transmission mechanism and the power input mechanism are installed in the second box body (9), the main shaft (4) and the main transmission sleeve (10) are both arranged on the rotation output part (1) in a penetrating mode, and two ends of the main transmission sleeve are respectively inserted into the first box body (8) and the second box body (9);
the power system is a motor (12), and a motor shaft (12a) of the motor (12) is of a hollow structure and is provided with a transmission installation cavity (12 b);
the high-speed gear transmission mechanism comprises a taper disc type friction clutch (2) and an elastic element group (3) used for applying pretightening force to the taper disc type friction clutch (2), wherein the elastic element group (3) and the taper disc type friction clutch (2) are at least partially positioned in a transmission installation cavity (12b), 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 a main transmission sleeve (10) and forms a spiral transmission pair with the main transmission sleeve (10) so that the driving friction piece (2a) can slide along the axial direction of the main transmission sleeve (10), the driven friction piece (2b) is sleeved on the driving friction piece (2a), and a motor shaft (12a) transmits power to the driving friction piece (2a) through a main shaft (4), a power input mechanism and the main transmission sleeve (10) in sequence, the driven friction piece (2b) can transmit power to the rotation output component (1) through the power output sleeve (5);
the low-speed gear transmission mechanism comprises a transmission cam sleeve (7), an overrunning clutch (6) and an auxiliary shaft transmission assembly, the transmission cam sleeve (7) is rotatably sleeved on a main transmission sleeve (10) and is matched with a cam profile at one end, close to the driving friction piece (2a), of the driving friction piece to form an end face cam transmission pair, and the transmission cam sleeve (7) transmits power to the rotation output part (1) sequentially through the auxiliary shaft transmission assembly, the overrunning clutch (6) and the power output sleeve (5).
2. The compact large load central driven adaptive electric drive assembly of claim 1, wherein: the power input mechanism comprises an input first-stage driving gear (22) fixedly sleeved on the main shaft (4), a speed reduction intermediate shaft (23) parallel to the main shaft (4), 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 main transmission sleeve (10), the input first-stage driving gear (22) is meshed with the input first-stage driven gear (24), and an input second-stage driving gear (23a) meshed with the input second-stage driven gear (25) is arranged on the speed reduction intermediate shaft (23).
3. The compact large load central driven adaptive electric drive assembly of claim 1, wherein: the motor shaft (12a) comprises a motor shaft main body (12a1) in a hollow wall structure and a motor shaft cavity cover (12a2) covered on the motor shaft main body (12a1), the motor shaft main body (12a1) and the motor shaft cavity cover (12a2) are surrounded to form the transmission installation cavity (12b), the motor shaft main body (12a1) is sleeved on the main shaft (4) and is in spline fit with the main shaft (4), and a center hole for the main shaft (4), the main transmission sleeve (10) and the driven friction piece (2b) to penetrate through is formed in the motor shaft cavity cover (12a 2).
4. The compact large load central driven adaptive electric drive assembly of claim 1, wherein: the driving friction piece (2a) comprises a friction inner taper sleeve (2a1) and a friction piece cam sleeve (2a2) fixed at one end, close to the transmission cam sleeve (7), of the friction inner taper sleeve (2a1), the driven friction piece (2b) comprises a friction outer taper sleeve (2b1) sleeved outside the friction inner taper sleeve (2a1) and a clutch output sleeve (2b2) sleeved outside the friction piece cam sleeve (2a2), an inner tapered surface of the friction outer taper sleeve (2b1) is in friction fit with an outer tapered surface of the friction inner taper sleeve (2a1), the friction inner taper sleeve (2a1) is sleeved on the main transmission sleeve (10) and forms a spiral transmission pair with the main transmission sleeve (10), an end surface of one end, far away from the friction inner taper sleeve (2a1), of the friction piece cam sleeve (2a2) and a corresponding end surface of the transmission cam sleeve (7) form an end surface cam transmission pair, and the elastic element group (3) applies pre-tightening force to one end, far away from the friction inner taper sleeve (2a 2a) of the friction piece cam sleeve (2a1) 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).
5. The compact large load central driven adaptive electric drive assembly of claim 4, wherein: 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 main 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 (10 a).
6. The compact large load central driven adaptive electric drive assembly of claim 4, wherein: an inner mounting sleeve (26) is arranged in the transmission mounting cavity (12b), one end of the inner mounting sleeve (26) is fixedly connected with one end, far away from the clutch output sleeve (2b2), of the friction outer taper sleeve (2b1), the other end of the inner mounting sleeve is mounted on the main transmission sleeve (10) through a deep groove ball bearing (27), and the elastic element group (3) is located in the inner mounting sleeve (26).
7. The compact large load central driven adaptive electric drive assembly of claim 1, wherein: the auxiliary shaft transmission assembly comprises an auxiliary shaft first-stage driving gear (19) fixedly sleeved on the transmission cam sleeve (7), an auxiliary shaft (20) parallel to the main shaft (4), an auxiliary shaft first-stage driven gear (21) and an auxiliary shaft second-stage driving gear (18) which are fixedly sleeved on the auxiliary shaft (20), the auxiliary shaft first-stage driving gear (19) is meshed with the auxiliary shaft first-stage driven gear (21), an auxiliary shaft second-stage driven gear (6c1) meshed with the auxiliary shaft second-stage driving gear (18) is arranged on an outer ring (6c) of the overrunning clutch (6), and an inner core wheel (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).
8. The compact large load central driven adaptive electric drive assembly of claim 7, wherein: be provided with a plurality of rolling elements between outer lane (6c) and heart wheel (6a), the rolling element includes thick roller (6b1) and thin roller (6b2) that set up around heart wheel (6a) along circumference in turn, all is provided with two relative holders (6d) on the outer peripheral face of heart wheel (6a), has all seted up round thin roller spout (6d1) on the inner wall of every holder (6d), and the both ends of each thin roller (6b2) insert respectively all slidable in the thin roller spout (6d1) that correspond.
9. The compact large load central driven adaptive electric drive assembly of claim 1, wherein: the rotary output component (1) is a combined wheel, the combined wheel comprises a hub support (1a), a hub (1b) and a tire (1c), the hub support (1a) is coaxially and sequentially arranged from inside to outside, the hub support (1a) is fixedly sleeved on a power output sleeve (5), the hub (1b) is of a hollow structure and is detachably installed on the hub support (1a), and the tire (1c) is sleeved on the hub (1 b).
10. The compact large load central driven adaptive electric drive assembly of claim 9, wherein: the outer ring of the hub bracket (1a) is provided with a hub mounting ring (1a1), the inner ring of the hub (1b) is provided with a hub mounting ring (1b1) matched with the hub mounting ring (1a1), and the hub mounting ring (1b1) can be detachably fixed on the hub mounting ring (1a1) through a plurality of bolts (1 d).
CN201911421035.1A 2019-12-31 2019-12-31 Compact type large-load central driving type self-adaptive electric driving assembly Active CN111017106B (en)

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DE19635808A1 (en) * 1996-09-04 1998-03-05 Bayerische Motoren Werke Ag Auxiliary drive for rimmed vehicle-wheel
CN101244752A (en) * 2008-03-03 2008-08-20 西南大学 Side-hanging taper disc type self-adaption two-gear automatic speed changing hub
US20090205455A1 (en) * 2008-02-19 2009-08-20 Yamaha Hatsudoki Kabushiki Kaisha Electonically controlled transmission with structure for reliable shifting to a neutral position
CN101542163A (en) * 2007-01-16 2009-09-23 Mbi有限公司 Transmission for motor and controlling device thereof
CN201380936Y (en) * 2009-04-10 2010-01-13 李智光 Power output device of electric motorbike
CN103895799A (en) * 2014-04-17 2014-07-02 毛泽彬 Automatic speed changing system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19635808A1 (en) * 1996-09-04 1998-03-05 Bayerische Motoren Werke Ag Auxiliary drive for rimmed vehicle-wheel
CN101542163A (en) * 2007-01-16 2009-09-23 Mbi有限公司 Transmission for motor and controlling device thereof
US20090205455A1 (en) * 2008-02-19 2009-08-20 Yamaha Hatsudoki Kabushiki Kaisha Electonically controlled transmission with structure for reliable shifting to a neutral position
CN101244752A (en) * 2008-03-03 2008-08-20 西南大学 Side-hanging taper disc type self-adaption two-gear automatic speed changing hub
CN201380936Y (en) * 2009-04-10 2010-01-13 李智光 Power output device of electric motorbike
CN103895799A (en) * 2014-04-17 2014-07-02 毛泽彬 Automatic speed changing system

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