CN112498566A - Wheel-side self-adaptive automatic speed-changing electric drive hub - Google Patents
Wheel-side self-adaptive automatic speed-changing electric drive hub Download PDFInfo
- Publication number
- CN112498566A CN112498566A CN202011485984.9A CN202011485984A CN112498566A CN 112498566 A CN112498566 A CN 112498566A CN 202011485984 A CN202011485984 A CN 202011485984A CN 112498566 A CN112498566 A CN 112498566A
- Authority
- CN
- China
- Prior art keywords
- speed
- sleeve
- main shaft
- power
- shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- 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
- 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
Landscapes
- 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 wheel-side self-adaptive automatic speed-changing electric drive hub which comprises a hub body with an installation cavity and a self-adaptive automatic speed-changing system arranged in the installation cavity, wherein the self-adaptive automatic speed-changing system comprises a power mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a main shaft and a power output sleeve which is synchronously and rotatably sleeved on the main shaft. By adopting the technical scheme, a brand-new wheel-side electric driving system is formed, the structure is compact, the whole vehicle arrangement of the two-wheel vehicle is not influenced, the reduction ratio is large, and the output torque can be effectively improved; meanwhile, according to the resistance condition, the actual driving working condition and the motor working condition of the electric vehicle can be matched in a self-adaptive mode, so that the motor is always positioned on a high-efficiency platform when the electric vehicle has strong climbing and heavy-load capacity, the efficiency of the motor under the climbing and heavy-load condition is greatly improved, and the energy consumption of the motor is reduced.
Description
Technical Field
The invention relates to the technical field of electric bicycles, in particular to a hub of a wheel-side self-adaptive automatic speed-changing electric drive wheel.
Background
With the increasing strictness of environmental regulations, it is becoming more and more popular for electric bicycles to gradually obtain traditional fuel oil bicycles. The electric drive system of the electric two-wheeled vehicle has various arrangement modes, wherein the wheel driving mode has higher motor efficiency due to the unique characteristics of the wheel driving mode, and the stability and the comfort of the two-wheeled vehicle can be improved, so that the electric two-wheeled vehicle is widely concerned.
However, the conventional electric two-wheeled vehicle wheel-side driving system cannot automatically shift gears according to the resistance condition, and thus cannot adaptively match the vehicle speed output torque according to the running resistance. In order to guarantee the performance and the energy consumption of ordinary road conditions, lead to electric two wheeler not to possess powerful climbing and heavy load ability, make electric two wheeler when climbing and heavy load ability, the motor is not in high-efficient platform to the motor is not only inefficiency, and the energy consumption is too high moreover. It is urgent to solve the above problems.
Disclosure of Invention
In order to solve the technical problems, the invention provides a wheel-side self-adaptive automatic speed-changing electric drive hub.
The technical scheme is as follows:
the wheel-side self-adaptive automatic speed-changing electric drive hub is characterized by comprising a hub body with an installation cavity and a self-adaptive automatic speed-changing system arranged in the installation cavity, wherein the self-adaptive automatic speed-changing system comprises a power mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a main shaft and a power output sleeve which is sleeved on the main shaft in a synchronous rotating mode, the power output sleeve is connected with the hub body, and the hub body, the power output sleeve and the main shaft are coaxially arranged and synchronously rotate;
the high-speed gear transmission mechanism comprises a friction clutch and an elastic element group for applying pretightening force to the friction clutch, the friction clutch comprises an outer plate flower sleeve, an inner plate spiral roller sleeve, and outer friction plates and inner friction plates which are alternately arranged between the outer plate flower sleeve and the inner plate spiral roller sleeve, each outer friction plate can axially slide along the outer plate flower sleeve, each inner friction plate can axially slide along the inner plate spiral roller sleeve, the inner plate spiral roller sleeve is sleeved on the main shaft and forms a spiral transmission pair with the main shaft so that the inner plate spiral roller sleeve can axially slide along the main shaft, and the power mechanism can transmit power to the main shaft through the friction clutch;
the low-speed gear transmission mechanism comprises an auxiliary shaft transmission assembly and an overrunning clutch sleeved on a main shaft, one end face, close to an inner core wheel of the overrunning clutch, of an inner sheet spiral raceway sleeve is a cam profile, so that the inner core wheel and the inner core wheel form an end face cam fit together, and the power mechanism can transmit power to the auxiliary shaft transmission assembly, the overrunning clutch, the inner sheet spiral raceway sleeve and the main shaft through an outer sheet pattern sleeve in sequence.
Preferably, the method comprises the following steps: the wheel hub body includes that main casing body and detachably install the side-hung casing in main casing body one side, the speed change mechanism mounting chamber has in the main casing body, the power unit mounting chamber has in the side-hung casing, speed change mechanism mounting chamber and power unit mounting chamber communicate each other, and constitute the installation cavity, power unit installs in the power unit mounting chamber, keep off drive mechanism, low-speed gear drive mechanism and main shaft at a high speed and all install in the speed change mechanism mounting chamber, the tire installation annular has in the periphery of the main casing body. Structure more than adopting, keep off drive mechanism and low-speed gear drive mechanism setting in the main casing body with high-speed, not only can realize bigger reduction ratio, can promote wheel pivoted stationarity moreover, improve the travelling comfort of two wheeler, simultaneously for current two wheeler side drive, the space occupies unanimously or even littleer, compact structure.
Preferably, the method comprises the following steps: the hub body further comprises a bottom fork, the side hanging shell is integrally formed on one connecting arm of the bottom fork, and the other connecting arm of the bottom fork is detachably connected to one side, far away from the side hanging shell, of the main shell. By adopting the structure, the width of the bottom fork can be effectively reduced, and the two-wheel vehicle can obtain better trafficability characteristic.
Preferably, the method comprises the following steps: the power output sleeve comprises an installation sleeve part and a connecting disc part which are integrally formed, the installation sleeve part is sleeved on the main shaft in a synchronous rotating mode, and the connecting disc part is connected with the main shell through a plurality of bolts. By adopting the structure, the reliable assembly of related parts is ensured, and the transmission can be stably and reliably carried out.
Preferably, the method comprises the following steps: the outer friction plate and flower piece sleeve comprises a power input part, a compression fit part and a power output part which are sequentially connected, the power input part and the power output part are both in a circular ring structure, the diameter of the power input part is larger than that of the power output part, the compression fit part is in a circular disc structure, and each outer friction plate can axially slide along the inner wall of the power input part;
the inner plate spiral raceway sleeve comprises an inner plate sliding portion in a circular ring structure and a friction plate pressing portion in a circular disc structure, a spiral transmission pair is formed between the inner plate sliding portion and the main shaft, each inner friction plate can axially slide along the outer wall of the inner plate sliding portion, each outer friction plate and each inner friction plate are located between the pressing fit portion and the friction plate pressing portion, and the elastic element group is abutted to the friction plate pressing portion.
By adopting the structure, the design is ingenious, the assembly is easy, multiple functions can be realized by the inner spiral raceway sleeve and the outer flower sleeve, the number of parts is reduced, the production cost is reduced, and the reliability is improved.
Preferably, the method comprises the following steps: the power input part is matched with splines of the outer friction plates, and the inner plate sliding part is matched with the splines of the inner friction plates. By adopting the structure, the structure is simple, reliable and easy to process.
Preferably, the method comprises the following steps: the power mechanism comprises a motor and a speed reduction assembly, the speed reduction assembly comprises a first gear shaft, a second gear shaft and a speed reduction primary driven gear, the first gear shaft coaxially rotates with a motor shaft of the motor through a coupling sleeve, the second gear shaft is parallel to the first gear shaft, the speed reduction primary driven gear is sleeved on the second gear shaft in a synchronous rotating mode, a speed reduction primary driving tooth meshed with the speed reduction primary driven gear is arranged on the first gear shaft, a speed reduction secondary driving tooth is arranged on the second gear shaft, and a speed reduction secondary driven tooth meshed with the speed reduction secondary driving tooth is arranged on the power input portion. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the first gear shaft and the motor shaft are inserted into the coupling sleeve and are in spline fit with the coupling sleeve. By adopting the structure, the structure is simple and reliable, the durability is good, and the processing is easy.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises an auxiliary shaft parallel to the main shaft and a low-speed primary driven gear synchronously rotatably sleeved on the auxiliary shaft, a low-speed primary driving tooth meshed with the low-speed primary driven gear is arranged on the power output part, a low-speed secondary driving tooth is arranged on the auxiliary shaft, and a low-speed secondary driven tooth meshed with the low-speed secondary driving tooth is arranged on an outer ring of the overrunning clutch. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the rolling bodies distributed along the periphery of each inner core wheel are composed of thick rolling bodies and thin rolling bodies which are alternately arranged, two opposite retainers are arranged on the peripheral surface of each inner core wheel, a circle of annular groove is formed in the inner wall of each retainer, and two ends of each thin rolling body are respectively inserted into the corresponding annular grooves in a sliding mode. By adopting the structure, each thin rolling body can follow up, the overall stability and reliability are improved, and the service life is prolonged.
Compared with the prior art, the invention has the beneficial effects that:
the wheel-side self-adaptive automatic speed-changing electric drive hub adopting the technical scheme forms a brand-new wheel-side electric drive system, has compact structure, does not influence the whole vehicle arrangement of the two-wheel vehicle, has larger speed reduction ratio, and can effectively improve the output torque; meanwhile, according to the resistance condition, the actual driving working condition and the motor working condition of the electric vehicle can be matched in a self-adaptive mode, so that the 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 condition is greatly improved, the energy consumption of the motor is reduced, and the high-speed and low-speed gear shifting and speed changing of the forward gear can be automatically carried out along with the driving resistance change in a self-adaptive mode under the condition that the driving force is not cut off.
Drawings
FIG. 1 is a cross-sectional view of the present invention;
FIG. 2 is a cross-sectional view of the adaptive automatic transmission system;
FIG. 3 is a schematic diagram showing the relationship between the power mechanism, the high-speed transmission mechanism, the low-speed transmission mechanism and the main shaft;
FIG. 4 is a schematic diagram of the fit of the transmission sensing mechanism, the spindle and the power take-off sleeve;
FIG. 5 is a cross-sectional view of the overrunning clutch;
FIG. 6 is a cross-sectional view of the hub body;
fig. 7 is a sectional view of the main housing.
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 wheel-side adaptive automatic speed-changing electric drive hub mainly includes a hub body 13 having an installation cavity 13a and an adaptive automatic speed-changing system disposed in the installation cavity 13a, the adaptive automatic speed-changing system includes a power mechanism, a high-speed transmission mechanism, a low-speed transmission mechanism, a main shaft 1 and a power output sleeve 2 synchronously rotatably sleeved on the main shaft 1, the power output sleeve 2 is connected with the hub body 13, and the hub body 13, the power output sleeve 2 and the main shaft 1 are coaxially disposed and synchronously rotate.
Referring to fig. 1, 6 and 7, the hub body 13 includes a main housing 13 'and a side-hung housing 13 detachably mounted on one side of the main housing 13', the main housing 13 'has a speed change mechanism mounting cavity 13a1 therein, the side-hung housing 13 ″ has a power mechanism mounting cavity 13a2 therein, the speed change mechanism mounting cavity 13a1 and the power mechanism mounting cavity 13a2 are communicated with each other and form a mounting cavity 13a, the power mechanism is mounted in the power mechanism mounting cavity 13a2, the high-speed gear transmission mechanism, the low-speed gear transmission mechanism and the main shaft 1 are all mounted in the speed change mechanism mounting cavity 13a1, the main housing 13' has a tire mounting ring groove 13b on the outer periphery, and the tire 14 is mounted on the tire mounting ring groove 13 b.
The hub body 13 further comprises a bottom fork 13c, the bottom fork 13c comprises two connecting arms and a cross beam, the side hanging shell 13 "is integrally formed on one of the connecting arms of the bottom fork 13c, and the other connecting arm of the bottom fork 13c is detachably connected to one side of the main shell 13' far away from the side hanging shell 13".
The power output sleeve 2 comprises an installation sleeve part 2a and a connecting disc part 2b which are integrally formed, the installation sleeve part 2a is of a cylindrical structure, the installation sleeve part 2a is sleeved on the main shaft 1 in a synchronous rotating mode, the connecting disc part 2b is of a flange structure, and the connecting disc part 2b is connected with the main shell 13' through a plurality of bolts, so that the hub body 13 can rotate synchronously with the main shaft 1 under the driving of the power output sleeve 2.
Referring to fig. 2 and 3, the high-speed gear transmission mechanism includes a friction clutch 5 and an elastic element set 3 for applying a pre-tightening force to the friction clutch 5, the friction clutch 5 includes an outer plate flower sleeve 5a, an inner plate helical raceway sleeve 5b, and outer friction plates 5c and inner friction plates 5d alternately disposed between the outer plate flower sleeve 5a and the inner plate helical raceway sleeve 5b, each outer friction plate 5c is capable of axially sliding along the outer plate flower sleeve 5a, each inner friction plate 5d is capable of axially sliding along the inner plate helical raceway sleeve 5b, the inner plate helical raceway sleeve 5b is sleeved on the main shaft 1, and forms a helical transmission pair with the main shaft 1, so that the inner plate helical raceway sleeve 5b is capable of axially sliding along the main shaft 1, and the power mechanism is capable of transmitting power to the main shaft 1 through the friction clutch 5. Compared with the traditional disc type friction clutch, the friction clutch 5 in the embodiment is used for a long time, the abrasion conditions of the inner friction plates 5d and the outer friction plates 5c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the friction clutch 5 are improved, and the service life of the friction clutch 5 is prolonged.
The outer friction plate sleeve 5a comprises a power input part 5a1, a press fit part 5a2 and a power output part 5a3 which are sequentially connected, the power input part 5a1 and the power output part 5a3 are both of circular ring structures, the diameter of the power input part 5a1 is larger than that of the power output part 5a3, the press fit part 5a2 is of a disc structure, and each outer friction plate 5c can axially slide along the inner wall of the power input part 5a 1.
The inner plate spiral raceway sleeve 5b comprises an inner plate sliding portion 5b1 in a circular ring structure and a friction plate pressing portion 5b2 in a circular disc structure, a spiral transmission pair is formed between the inner plate sliding portion 5b1 and the main shaft 1, each inner friction plate 5d can axially slide along the outer wall of the inner plate sliding portion 5b1, each outer friction plate 5c and each inner friction plate 5d are located between the pressing matching portion 5a2 and the friction plate pressing portion 5b2, and the elastic element group 3 is abutted to the friction plate pressing portion 5b 2.
The power input portion 5a1 is spline-engaged with the outer friction plates 5c, and the inner plate sliding portion 5b1 is spline-engaged with the inner friction plates 5 d.
The outer wall of the main shaft 1 is provided with an outer spiral raceway, a plurality of balls are arranged in the outer spiral raceway, the inner wall of the inner sheet spiral raceway sleeve 5b is provided with an inner spiral raceway matched with the outer spiral raceway, and the balls can roll in the outer spiral raceway and the inner spiral raceway so as to ensure the stability of axial sliding.
Referring to fig. 2-5, the low-speed gear transmission mechanism includes a countershaft transmission assembly and an overrunning clutch 9 sleeved on the main shaft 1, end faces of one ends, close to each other, of an inner plate spiral raceway sleeve 5b and an inner core wheel 9c of the overrunning clutch 9 are cam molded faces to jointly form end face cam cooperation, and the power mechanism can transmit power to the countershaft transmission assembly, the overrunning clutch 9, the inner plate spiral raceway sleeve 5b and the main shaft 1 sequentially through an outer plate flower sleeve 5 a.
The countershaft transmission assembly comprises a countershaft 4 parallel with the main shaft 1 and a low-speed primary driven gear 6 synchronously and rotatably sleeved on the countershaft 4, a power output part 5a3 is provided with a low-speed primary driving tooth 5a4 meshed with the low-speed primary driven gear 6, the countershaft 4 is provided with a low-speed secondary driving tooth 4a, and an outer ring 9a of the overrunning clutch 9 is provided with a low-speed secondary driven tooth 9b meshed with the low-speed secondary driving tooth 4 a.
The rolling bodies distributed along the periphery of each inner core wheel 9c are composed of thick rolling bodies 9d and thin rolling bodies 9e which are alternately arranged, two opposite retainers 9f are arranged on the periphery of the inner core wheel 9c, a circle of annular groove 9f1 is formed in the inner wall of each retainer 9f, and two ends of each thin rolling body 9e are slidably inserted into the corresponding annular grooves 9f1 respectively.
The inner core wheel 9c is provided on the outer periphery thereof with external teeth 9c1 corresponding to the thick rolling elements 9d, and the number of internal splines of the inner core wheel 9c is twice the number of internal teeth 9c 1. The installation and debugging are convenient, so that the problem that the inner rings are not synchronous is solved.
The external teeth 9c1 include a top arc section 9c12, and a short side section 9c11 and a long side section 9c13 respectively located at two sides of the top arc section 9c12, the short side section 9c11 is an inwardly concave arc structure, the long side section 9c13 is an outwardly convex arc structure, and the curvature of the short side section 9c11 is smaller than that of the long side section 9c 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 2 and 3, the power mechanism includes a motor 7 and a speed reduction assembly, the speed reduction assembly includes a first gear shaft 10 coaxially rotating with a motor shaft 7a of the motor 7 through a coupling sleeve 8, a second gear shaft 11 parallel to the first gear shaft 10, and a speed reduction primary driven gear 12 synchronously rotatably sleeved on the second gear shaft 11, the first gear shaft 10 has a speed reduction primary driving tooth 10a engaged with the speed reduction primary driven gear 12, the second gear shaft 11 has a speed reduction secondary driving tooth 11a, and the power input part 5a1 has a speed reduction secondary driven tooth 5a5 engaged with the speed reduction secondary driving tooth 11 a. Wherein, the first gear shaft 10 and the motor shaft 7a are both inserted into the coupling sleeve 8 and are both in spline fit with the coupling sleeve 8.
The elastic element group 3 applies pressure to the inner plate spiral raceway sleeve 5b to press each outer friction plate 5c and inner friction plate 5d of the friction clutch 5, at this time, the friction clutch 5 is in a combined state under the pressure of the elastic element group 3, and the power is in a high-speed gear power transmission route:
the motor 7 → the sleeve 8 → the first gear shaft 10 → the first-stage reduction driven gear 12 → the second gear shaft 11 → the outer plate spline housing 5a → each of the outer friction plates 5c and the inner friction plates 5d → the inner plate spiral raceway housing 5b → the main shaft 1 → the power output housing 2 → the hub body 13.
At this time, the elastic element group 3 is not compressed. When the resisting torque transmitted to the friction clutch 5 by the main shaft 1 is greater than or equal to the preset load limit of the friction clutch 5, the inner plate spiral raceway sleeve 5b compresses the elastic element group 3, a gap is formed between each outer friction plate 5c and each inner friction plate 5d of the friction clutch 5, namely, the outer friction plates and the inner friction plates are separated, and the power is transmitted through the following route instead, namely, a low-speed power transmission route:
the motor 7 → the sleeve 8 → the first gear shaft 10 → the first-stage reduction driven gear 12 → the second gear shaft 11 → the outer plate spline housing 5a → the first-stage low-speed driven gear 6 → the counter shaft 4 → the overrunning clutch 9 → the inner plate helical raceway housing 5b → the main shaft 1 → the power take-off housing 2 → the hub body 13.
At this time, the elastic element group 3 is compressed. 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, taking an electric automobile as an example, when the whole automobile is started, the resistance is greater than the driving force, the resistance forces the main shaft 1 to rotate for a certain angle relative to the inner-sheet spiral roller way sleeve 5b, the inner-sheet spiral roller way sleeve 5b compresses the elastic element group 3 under the action of a spiral transmission pair, the outer friction plate 5c is separated from the inner friction plate 5d, namely the friction clutch 5 is in a disconnected state, and the power 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 outer friction plates 5c and the inner friction plates 5d of the friction clutch 5 are restored to a close fit state by being pushed by the rapid release of the pressure generated by the elastic element group 3 due to the compression of the motion resistance, and the power is rotated at a high-gear speed.
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 wheel limit self-adaptation automatic speed change electric drive wheel hub which characterized in that: the self-adaptive automatic speed changing device comprises a hub body (13) with an installation cavity (13a) and a self-adaptive automatic speed changing system arranged in the installation cavity (13a), wherein the self-adaptive automatic speed changing system comprises a power mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a main shaft (1) and a power output sleeve (2) sleeved on the main shaft (1) in a synchronous rotating mode, the power output sleeve (2) is connected with the hub body (13), and the hub body (13) and the power output sleeve (2) are coaxially arranged with the main shaft (1) and synchronously rotate;
the high-speed gear transmission mechanism comprises a friction clutch (5) and an elastic element group (3) for applying pretightening force to the friction clutch (5), the friction clutch (5) comprises an outer plate flower sleeve (5a), an inner plate spiral raceway sleeve (5b) and outer friction plates (5c) and inner friction plates (5d) which are alternately arranged between the outer plate flower sleeve (5a) and the inner plate spiral raceway sleeve (5b), each outer friction plate (5c) can axially slide along the outer plate flower sleeve (5a), each inner friction plate (5d) can axially slide along the inner plate spiral raceway sleeve (5b), the inner spiral raceway sleeve (5b) is sleeved on the main shaft (1) and forms a spiral transmission pair with the main shaft (1), so that the inner sheet spiral roller sleeve (5b) can slide along the axial direction of the main shaft (1), the power mechanism can transmit power to the main shaft (1) through the friction clutch (5);
low-speed gear drive mechanism includes countershaft transmission subassembly and suit freewheel clutch (9) on main shaft (1), the one end terminal surface that interior core wheel (9c) of interior piece spiral raceway cover (5b) and freewheel clutch (9) were close to each other is the cam profile to constitute the cooperation of terminal surface cam jointly, power unit can transmit power for countershaft transmission subassembly, freewheel clutch (9), interior piece spiral raceway cover (5b) and main shaft (1) through outer piece flower piece cover (5a) in proper order.
2. The hub of claim 1, wherein: the hub body (13) comprises a main shell (13 ') and a side-hanging shell (13') detachably mounted on one side of the main shell (13 '), a speed change mechanism mounting cavity (13a1) is formed in the main shell (13'), a power mechanism mounting cavity (13a2) is formed in the side-hanging shell (13 '), the speed change mechanism mounting cavity (13a1) and the power mechanism mounting cavity (13a2) are communicated with each other and form the mounting cavity (13a), the power mechanism is mounted in the power mechanism mounting cavity (13a2), a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a main shaft (1) are mounted in the speed change mechanism mounting cavity (13a1), and a tire mounting ring groove (13b) is formed in the periphery of the main shell (13').
3. The hub of claim 2, wherein: the hub body (13) further comprises a bottom fork (13c), the side hanging shell (13 ') is integrally formed on one connecting arm of the bottom fork (13c), and the other connecting arm of the bottom fork (13c) is detachably connected to one side, away from the side hanging shell (13 '), of the main shell (13 ').
4. The hub of claim 2, wherein: the power output sleeve (2) comprises an installation sleeve part (2a) and a connecting disc part (2b) which are integrally formed, the installation sleeve part (2a) is sleeved on the main shaft (1) in a synchronous rotating mode, and the connecting disc part (2b) is connected with the main shell (13') through a plurality of bolts.
5. The hub of claim 1, wherein: the outer friction plate sleeve (5a) comprises a power input part (5a1), a press fit part (5a2) and a power output part (5a3) which are sequentially connected, the power input part (5a1) and the power output part (5a3) are both of a circular ring structure, the diameter of the power input part (5a1) is larger than that of the power output part (5a3), the press fit part (5a2) is of a disc structure, and each outer friction plate (5c) can axially slide along the inner wall of the power input part (5a 1);
inner plate spiral raceway cover (5b) is including inner plate sliding part (5b1) that is the ring structure and friction disc that is the disc structure compress tightly portion (5b2), it is vice to form screw drive between inner plate sliding part (5b1) and main shaft (1), and each inner friction disc (5d) can be followed the outer wall axial slip of inner plate sliding part (5b1), and each outer friction disc (5c) and inner friction disc (5d) are located and compress tightly between cooperation portion (5a2) and friction disc compress tightly portion (5b2), elastic element group (3) and friction disc compress tightly portion (5b2) butt.
6. The hub of claim 5, wherein: the power input portion (5a1) is spline-fitted to each outer friction plate (5c), and the inner plate sliding portion (5b1) is spline-fitted to each inner friction plate (5 d).
7. The hub of claim 5, wherein: the power mechanism comprises a motor (7) and a speed reducing assembly, the speed reducing assembly comprises a first gear shaft (10) which coaxially rotates with a motor shaft (7a) of the motor (7) through a coupling sleeve (8), a second gear shaft (11) parallel to the first gear shaft (10) and a speed reducing primary driven gear (12) which is synchronously and rotatably sleeved on the second gear shaft (11), a speed reducing primary driving tooth (10a) meshed with the speed reducing primary driven gear (12) is arranged on the first gear shaft (10), a speed reducing secondary driving tooth (11a) is arranged on the second gear shaft (11), and a speed reducing secondary driven tooth (5a5) meshed with the speed reducing secondary driving tooth (11a) is arranged on the power input part (5a 1).
8. The wheel-side adaptive automatic transmission electric drive hub according to claim 7, wherein: the first gear shaft (10) and the motor shaft (7a) are inserted into the coupling sleeve (8) and are in spline fit with the coupling sleeve (8).
9. The hub of claim 5, wherein: the auxiliary shaft transmission assembly comprises an auxiliary shaft (4) parallel to the main shaft (1) and a low-speed primary driven gear (6) synchronously and rotationally sleeved on the auxiliary shaft (4), a low-speed primary driving tooth (5a4) meshed with the low-speed primary driven gear (6) is arranged on the power output part (5a3), a low-speed secondary driving tooth (4a) is arranged on the auxiliary shaft (4), and a low-speed secondary driven tooth (9b) meshed with the low-speed secondary driving tooth (4a) is arranged on an outer ring (9a) of the overrunning clutch (9).
10. The wheel-side adaptive automatic transmission electric drive hub according to claim 9, wherein: the rolling bodies distributed along the periphery of each inner core wheel (9c) are composed of thick rolling bodies (9d) and thin rolling bodies (9e) which are alternately arranged, two opposite retainers (9f) are arranged on the peripheral surface of the inner core wheel (9c), a circle of annular groove (9f1) is formed in the inner wall of each retainer (9f), and two ends of each thin rolling body (9e) are respectively and slidably inserted into the corresponding annular grooves (9f 1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011485984.9A CN112498566A (en) | 2020-12-16 | 2020-12-16 | Wheel-side self-adaptive automatic speed-changing electric drive hub |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011485984.9A CN112498566A (en) | 2020-12-16 | 2020-12-16 | Wheel-side self-adaptive automatic speed-changing electric drive hub |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112498566A true CN112498566A (en) | 2021-03-16 |
Family
ID=74972637
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011485984.9A Pending CN112498566A (en) | 2020-12-16 | 2020-12-16 | Wheel-side self-adaptive automatic speed-changing electric drive hub |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112498566A (en) |
-
2020
- 2020-12-16 CN CN202011485984.9A patent/CN112498566A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111016604B (en) | Ultra-large torque double-helix double-surpassing integrated intelligent self-adaptive electric drive precursor system | |
| CN214189992U (en) | Wheel-side self-adaptive automatic speed-changing electric drive hub | |
| CN112628375B (en) | Central driving self-adaptive speed change assembly of tricycle | |
| CN111016643B (en) | Double-helix double-surpassing integrated intelligent self-adaptive electric drive precursor system | |
| CN112498566A (en) | Wheel-side self-adaptive automatic speed-changing electric drive hub | |
| CN111075854B (en) | Central-drive adaptive electric drive assembly with multi-plate friction clutch | |
| CN214189989U (en) | Middle-arranged type transmission sensing multi-plate clutch self-adaptive electric driving system | |
| CN111016627B (en) | Central-driven intelligent self-adaptive electric driving system | |
| CN214267877U (en) | Chain transmission central-positioned electric drive self-adaptive speed change system | |
| CN112498565A (en) | Middle-arranged transmission sensing multi-plate clutch self-adaptive electric driving system | |
| CN112623102B (en) | Four-gear middle-mounted chain drive electric drive self-adaptive speed change system | |
| CN112537407A (en) | Chain transmission central electric drive self-adaptive speed change system | |
| CN112628371B (en) | Longitudinal driving self-adaptive automatic speed changing system | |
| CN112628372B (en) | Longitudinal driving self-adaptive taper clutch automatic speed changing system of electric automobile | |
| CN112628374B (en) | Self-adaptive automatic speed changing system for longitudinal driving transmission sensing of electric automobile | |
| CN111016640B (en) | Compact central driving type self-adaptive electric driving assembly with ultra-large load | |
| CN111016647B (en) | Central driving type intelligent self-adaptive electric driving system with ultra-large load | |
| CN111204407A (en) | Fixed shaft type large-load self-adaptive electric drive assembly adopting central drive form | |
| CN214267876U (en) | Central electric drive transmission sensing self-adaptive variable speed electric drive wheel hub | |
| CN213117376U (en) | Novel two-way separation and reunion two-gear power system of electric motor car | |
| CN213511001U (en) | Gear drive shaft integral type isolator | |
| CN218197757U (en) | Can realize well bridge construction that double-bridge rear axle promoted | |
| CN215891020U (en) | Electric automobile speed reducer with intermediate shaft clutch mechanism | |
| CN111038250B (en) | Intelligent self-adaptive electric driving system adopting central driving form | |
| CN112895865B (en) | Double-helix double-overrunning integrated intelligent self-adaptive electric drive rear drive system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |