CN112623102B - Four-gear middle-mounted chain drive electric drive self-adaptive speed change system - Google Patents
Four-gear middle-mounted chain drive electric drive self-adaptive speed change system Download PDFInfo
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- CN112623102B CN112623102B CN202011489660.2A CN202011489660A CN112623102B CN 112623102 B CN112623102 B CN 112623102B CN 202011489660 A CN202011489660 A CN 202011489660A CN 112623102 B CN112623102 B CN 112623102B
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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
- B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
- B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
- B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
- B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
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Abstract
The invention discloses a four-gear central chain drive electric drive self-adaptive speed change system.A power input mechanism transmits power to an outer intermediate shaft through a high-speed gear transmission mechanism or a low-speed gear transmission mechanism, and the outer intermediate shaft transmits the power to a driving wheel through a chain drive assembly and a two-gear transmission mechanism in sequence. Technical scheme more than adopting, with power input mechanism, high-speed gear drive mechanism and low-speed gear drive mechanism setting in original two wheeler intermediate position, add two and keep off drive mechanism in the position of drive wheel, not only form four-gear speed change, prolonged the speed reduction transmission route moreover, increased the reduction ratio to can adopt high-speed motor as the drive, remain chain drive's mode simultaneously, and, can be according to the resistance condition, the actual operating mode and the motor operating mode of traveling of self-adaptation matching electric vehicle.
Description
Technical Field
The invention relates to the technical field of electric drive systems of two-wheeled vehicles, in particular to a four-gear middle-mounted type chain transmission electric drive self-adaptive speed change system.
Background
The design structure of chain transmission has the advantages of simple structure, lightness, low cost and the like, and the final reduction ratio can be easily changed by replacing the chain wheel, so that the chain transmission is adopted by most two-wheeled vehicles. In addition, the chain can buffer the impact of vehicle acceleration and deceleration and can reduce the distance change between the chain wheels caused by the vertical oscillation of the suspension system.
The existing two-wheel vehicle electric drive system capable of shifting gears generally sets a power input mechanism (a motor and the like) and a speed reduction and shifting mechanism in the middle of the two-wheel vehicle (below a seat), and then directly drives wheels to rotate through a chain transmission assembly. The rotating speed of the motor is far higher than that of the internal combustion engine, so that the speed reducing mechanism is relatively complex and large in size. However, due to the structural characteristics of the two-wheeled vehicle, the installation space is extremely limited, and a speed reduction and gear shifting mechanism with a large speed reduction ratio is difficult to arrange, so that a high-rotation-speed motor cannot be adopted, the efficiency of the motor is always not ideal, and the endurance mileage is influenced.
In addition, the existing electric drive system of the two-wheel vehicle cannot automatically shift gears according to the resistance condition, so that the vehicle speed output torque cannot be adaptively matched 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.
Moreover, the electric drive system of the two-wheeled vehicle has fewer gears, can only realize two-gear shifting at most, and cannot meet some application requirements.
It is urgent to solve the above problems.
Disclosure of Invention
In order to solve the technical problems, the invention provides a four-gear middle-mounted type chain transmission electric drive self-adaptive speed change system.
The technical scheme is as follows:
a four-gear middle-positioned type chain drive electric drive self-adaptive speed change system is characterized by comprising a power input mechanism, a driving wheel, a high-speed gear transmission mechanism and a low-speed gear transmission mechanism which are arranged on an outer intermediate shaft of the wheel, a wheel mounting shaft connected with the outer intermediate shaft of the wheel through a chain transmission assembly and a two-gear transmission mechanism arranged on the wheel mounting shaft, wherein the wheel mounting shaft is arranged on the driving wheel in a penetrating way;
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 raceway sleeve, and outer friction plates and inner friction plates which are alternately arranged between the outer plate flower sleeve and the inner plate spiral raceway 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 raceway sleeve, the inner plate spiral raceway sleeve is sleeved on the outer intermediate shaft of the wheel and forms a spiral transmission pair with the outer intermediate shaft of the wheel, so that the inner plate spiral raceway sleeve can axially slide along the outer intermediate shaft of the wheel, and the power input mechanism can transmit power to the outer intermediate shaft of the wheel through the friction clutch;
the low-speed gear transmission mechanism comprises a countershaft transmission assembly and a first overrunning clutch sleeved on an outer intermediate shaft of a wheel, the end faces of the ends, close to each other, of the inner sheet spiral raceway sleeve and a first inner core wheel of the first overrunning clutch are cam molded faces to jointly form end face cam cooperation, and the power input mechanism can sequentially transmit power to the countershaft transmission assembly, the first overrunning clutch, the inner sheet spiral raceway sleeve and the outer intermediate shaft of the wheel through an outer sheet pattern sleeve;
the two-gear transmission mechanism comprises a unilateral synchronizer, a second overrunning clutch and an output speed reduction assembly, the unilateral synchronizer, the second overrunning clutch and an output primary driving gear of the output speed reduction assembly are sleeved on a wheel mounting shaft, the second overrunning clutch and the output primary driving gear are respectively positioned on two sides of the unilateral synchronizer, the output primary driving gear and the wheel mounting shaft synchronously rotate, a power output sleeve, a second inner core wheel of the second overrunning clutch and a driving wheel synchronously rotate, and the unilateral synchronizer can be combined with or separated from the second inner core wheel under the action of a gear shifting fork;
when the unilateral synchronizer is combined with the second inner core wheel, the second overrunning clutch is in an overrunning state, and the power output by the wheel mounting shaft is transmitted to the power output sleeve through the unilateral synchronizer and the second inner core wheel in sequence; when the unilateral synchronizer is separated from the second inner core wheel, the second overrunning clutch is in a combined state, and the power output by the wheel mounting shaft is transmitted to the power output sleeve through the output speed reducing assembly and the second overrunning clutch in sequence.
By adopting the structure, the power input mechanism, the high-speed gear transmission mechanism and the low-speed gear transmission mechanism are arranged at the middle position of the original two-wheel vehicle, and the two-gear transmission mechanism is additionally arranged at the position of the driving wheel, so that four-gear speed change is formed, the transmission efficiency is improved, the endurance mileage is increased, the speed reduction transmission path is prolonged, and the speed reduction ratio is increased, therefore, a high-speed motor can be adopted as the driving, the motor is positioned on a high-efficiency output platform, the motor efficiency is greatly improved, the endurance mileage is increased, a chain transmission mode is kept, the impact of acceleration and deceleration of the two-wheel vehicle can be buffered, the distance change between chain wheels caused by the vertical oscillation of a suspension system can be reduced, in addition, the actual driving working condition and the motor working condition of the electric vehicle can be adaptively matched according to the resistance condition, and the electric vehicle has strong climbing and heavy-load capability, the motor is always positioned on the efficient platform, the efficiency of the motor under the conditions of climbing and overloading is greatly improved, the energy consumption of the motor is reduced, and the high-speed and low-speed gear shifting and speed changing which can automatically advance along with the change of driving resistance can be self-adapted under the condition of not cutting off driving force.
Preferably, the method comprises the following steps: the utility model discloses a wheel assembly, including wheel assembly axle, power output cover, transmission sensing mechanism, elastic reset element, power output cover and transmission sensing cam cover, power transmission for the drive wheel through transmission sensing mechanism, the wheel hub of drive wheel rotationally the suit is epaxial at the wheel installation through installation cooperation cover, transmission sensing mechanism includes that the suit is at the transmission sensing cam cover of installation cooperation cover, is used for driving about transmission sensing cam cover and is close to the elastic reset element of power output cover and is used for detecting real-time power's detection device, it is vice to form screw drive between transmission sensing cam cover and the installation cooperation cover to can follow installation cooperation cover axial slip, the adjacent terminal surface of power output cover and transmission sensing cam cover constitutes the cooperation of end cam. By adopting the structure, the real-time power can be accurately monitored while transmission is carried out, and the device is simple and reliable; if the real-time power measured by the sensing transmission mechanism is larger than a set power target, the single-side synchronizer is in a combined state and is in a relatively high-speed gear; if the real-time power measured by the sensing transmission mechanism is smaller than the set power target, the unilateral synchronizer is in a disconnected state and is in a relatively low-speed gear.
Preferably, the method comprises the following steps: the detection device comprises a rotating speed detection permanent magnet and a displacement detection permanent magnet which are both arranged on the transmission sensing cam sleeve, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell. By adopting the structure, the real-time power can be obtained by detecting the rotating speed and the displacement of the transmission sensing cam sleeve, and the device has the advantages of strong anti-interference capability, low cost, simplicity and reliability.
Preferably, the method comprises the following steps: the single-side synchronizer comprises a high-speed gear combination sleeve synchronously rotating with the second inner core wheel, a synchronizer spline hub synchronously rotatably sleeved on the wheel mounting shaft and a synchronizer combination sleeve synchronously rotatably sleeved on the synchronizer spline hub, one side, close to the high-speed gear combination sleeve, of the synchronizer spline hub is provided with a high-speed gear friction inner sheet, a high-speed gear friction outer sheet and a high-speed gear synchronization ring which are sequentially sleeved outwards in the radial direction, the periphery of the synchronizer spline hub is provided with a plurality of synchronizer sliding blocks synchronously sliding with the synchronizer combination sleeve, and the shifting fork can drive the synchronizer combination sleeve to axially slide;
when the synchronizer coupling sleeve slides towards the high-speed gear coupling sleeve, the synchronizer sliding block can drive the high-speed gear synchronizing ring to drive the high-speed gear friction outer sheet to compress the high-speed gear friction inner sheet on the high-speed gear coupling sleeve, so that the synchronizer coupling sleeve and the high-speed gear coupling sleeve are combined after synchronous rotation.
By adopting the structure, the gear shifting device is ingenious in design, simple and reliable, can be switched between two gears stably and reliably, and cannot cause gear shifting clamping stagnation and gear difficult entering.
Preferably, the method comprises the following steps: the output speed reduction assembly comprises an output speed reduction shaft parallel to the wheel installation shaft, an output first-stage driven gear and an output second-stage driving gear, the output first-stage driven gear is sleeved on the output speed reduction shaft in a synchronous rotating mode, the output first-stage driven gear is meshed with the output first-stage driving gear, and the output second-stage driving gear is meshed with an output second-stage driven gear arranged on an outer ring of the second overrunning clutch. With the above configuration, the reduction gear can be stably and reliably performed.
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 mechanism comprises a motor and an input speed reduction assembly, the input speed reduction assembly comprises an input first-stage driving gear, an input shaft and an input first-stage driven gear, the input first-stage driving gear is sleeved on a motor shaft of the motor in a synchronous rotating mode, the input shaft is parallel to the motor shaft, the input first-stage driven gear is sleeved on the input shaft in a synchronous rotating mode, the input first-stage driving gear is meshed with the input first-stage driven gear, an input second-stage driving gear is arranged on the input shaft, and an input second-stage driven gear meshed with the input second-stage driving gear 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 auxiliary shaft transmission assembly comprises an auxiliary shaft parallel to the wheel outer intermediate 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 the outer ring of the first 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 first 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 first 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.
Preferably, the method comprises the following steps: the chain transmission assembly comprises a driving chain wheel, a driven chain wheel and a chain, wherein the driving chain wheel is sleeved on the outer intermediate shaft of the wheel in a synchronous rotating mode, the driven chain wheel is sleeved on the wheel mounting shaft in a synchronous rotating mode, the chain is connected with the driving chain wheel and the driven chain wheel, and the driven chain wheel and the speed reduction transmission mechanism are respectively located on two sides of the driving wheel. By adopting the structure, the central driving mode is adopted near the driving wheel, the advantages of the hub motor and the side-hung type structure are achieved, the defects of the hub motor and the side-hung type structure are overcome, the balance of the rotating output part can be well guaranteed, the mechanical efficiency is high, the heat productivity is small, the heat dissipation capacity is good, and the weight is light.
Compared with the prior art, the invention has the beneficial effects that:
the four-gear middle-positioned chain drive electric-driven self-adaptive speed change system adopting the technical scheme has novel structure, ingenious design and easy realization, the power input mechanism, the high-speed gear transmission mechanism and the low-speed gear transmission mechanism are arranged at the middle position of the original two-wheel vehicle, the two-gear transmission mechanism is additionally arranged at the position of the driving wheel, not only four-gear speed change is formed, the transmission efficiency is improved, the endurance mileage is increased, but also the speed reduction transmission path is prolonged, the speed reduction ratio is increased, so that a high-speed motor can be adopted as the drive, the motor is positioned on a high-efficiency output platform, the motor efficiency is greatly improved, the endurance mileage is increased, meanwhile, the chain drive mode is kept, the impact of acceleration and deceleration of the two-wheel vehicle can be buffered, the distance change between chain wheels caused by the vertical oscillation of a suspension system can be reduced, and the actual driving working condition and the motor working condition of the electric vehicle can be self-adaptively matched according to the resistance condition, the electric automobile has strong climbing and heavy-load capacity, and meanwhile, the motor is always positioned on the efficient platform, so that the efficiency of the motor under the climbing and heavy-load conditions is greatly improved, the energy consumption of the motor is reduced, and the high-low speed gear shifting speed change of the forward gear can be automatically carried out along with the driving resistance change in a self-adaptive manner under the condition of not cutting off the driving force.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic diagram of the fit relationship of the power input mechanism, the off-wheel intermediate shaft, the high-speed transmission mechanism and the low-speed transmission mechanism;
FIG. 3 is a schematic diagram of the engagement of the friction clutch with surrounding components;
FIG. 4 is a schematic structural view of a first overrunning clutch;
FIG. 5 is a schematic view of the engagement of the drive wheel, the wheel mounting axle and the two speed transmission;
FIG. 6 is a schematic diagram of a single-sided synchronizer;
fig. 7 is a schematic diagram of the matching relationship between the transmission sensing mechanism and the relevant components.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1, fig. 2 and fig. 5, a four-gear middle-mounted chain drive electrically-driven adaptive speed change system mainly comprises a power input mechanism, a driving wheel 2, a high-speed gear transmission mechanism and a low-speed gear transmission mechanism which are arranged on an off-wheel intermediate shaft 4, a wheel mounting shaft 17 connected with the off-wheel intermediate shaft 4 through a chain transmission assembly, and a two-gear transmission mechanism arranged on the wheel mounting shaft 17, wherein the wheel mounting shaft 17 is arranged on the driving wheel 2 in a penetrating manner, the power input mechanism transmits power to the off-wheel intermediate shaft 4 through the high-speed gear transmission mechanism or the low-speed gear transmission mechanism, and the off-wheel intermediate shaft 4 transmits the power to the driving wheel 2 through the chain transmission assembly and the two-gear transmission mechanism in sequence.
Referring to fig. 1 to 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 spline housing 5a, an inner plate helical raceway housing 5b, and outer friction plates 5c and inner friction plates 5d alternately disposed between the outer plate spline housing 5a and the inner plate helical raceway housing 5b, each outer friction plate 5c is capable of axially sliding along the outer plate spline housing 5a, each inner friction plate 5d is capable of axially sliding along the inner plate helical raceway housing 5b, the inner plate helical raceway housing 5b is sleeved on the outer intermediate wheel shaft 4, and forms a helical transmission pair with the outer intermediate wheel shaft 4, so that the inner plate helical raceway housing 5b is capable of axially sliding along the outer intermediate wheel shaft 4, and the power input mechanism is capable of transmitting power to the outer intermediate wheel shaft 4 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 outer wheel intermediate shaft 4, 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 fit 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.
Further, 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 5d, so that the structure is simple, reliable, and easy to machine and mold.
The screw transmission pair comprises an outer screw raceway 4a formed on the outer peripheral surface of the wheel outer intermediate shaft 4, an inner screw raceway 5b1 formed on the inner wall of the inner plate screw raceway sleeve 5b, and a plurality of balls 18 capable of rolling between the corresponding outer screw raceway 4a and inner screw raceway 5b1 to secure stability of axial sliding.
Referring to fig. 1-4, the low-speed gear transmission mechanism includes a countershaft transmission assembly and a first overrunning clutch 9 sleeved on the off-wheel intermediate shaft 4, end faces of one ends, close to each other, of an inner sheet spiral raceway sleeve 5b and a first inner core wheel 9c of the first overrunning clutch 9 are cam profiles to jointly form end face cam cooperation, and the power input mechanism can sequentially transmit power to the countershaft transmission assembly, the first overrunning clutch 9, the inner sheet spiral raceway sleeve 5b and the off-wheel intermediate shaft 4 through an outer sheet pattern sleeve 5 a.
The countershaft transmission assembly comprises a countershaft 12 parallel to the off-wheel intermediate shaft 4 and a low-speed primary driven gear 6 synchronously and rotatably sleeved on the countershaft 12, 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 12 is provided with a low-speed secondary driving tooth 12a, and an outer ring 9a of the first overrunning clutch 9 is provided with a low-speed secondary driven tooth 9b meshed with the low-speed secondary driving tooth 12 a.
The rolling bodies distributed along the periphery of each first 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 first 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 9f 1.
The first inner ring 9c has outer teeth 9c1 corresponding to the thick rolling elements 9d provided on the outer periphery thereof, and the number of inner splines of the first inner ring 9c is twice the number of outer 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. 1 and 2, the power input mechanism includes a motor 7 and an input reduction assembly, the input reduction assembly includes an input primary driving gear 8 synchronously rotatably fitted on a motor shaft 7a of the motor 7, an input shaft 10 parallel to the motor shaft 7a, and an input primary driven gear 11 synchronously rotatably fitted on the input shaft 10, the input primary driving gear 8 is engaged with the input primary driven gear 11, the input shaft 10 has an input secondary driving tooth 10a, and the power input portion 5a1 has an input secondary driven tooth 5a5 engaged with the input secondary driving tooth 10 a.
Referring to fig. 1, the chain transmission assembly includes a driving sprocket 19 synchronously rotatably mounted on the outer intermediate shaft 4, a driven sprocket 20 synchronously rotatably mounted on the wheel mounting shaft 17, and a chain 21 connecting the driving sprocket 19 and the driven sprocket 20, the driven sprocket 20 and the reduction transmission mechanism are respectively located at two sides of the driving wheel 2, and a central driving manner is adopted near the driving wheel, so that advantages of both the hub motor and the side-hung type structure are provided, and disadvantages of the hub motor and the side-hung type structure are overcome, thereby not only well ensuring balance of the rotation output component, but also having high mechanical efficiency, small heat generation amount, better heat dissipation capability and lighter weight.
Referring to fig. 1, 5 and 7, the driving wheel 2 includes a combined hub 2a and a tire 2b disposed on the combined hub 2a, the combined hub 2a includes a hub outer ring 2a2 and a hub inner ring 2a1, the tire 2b is sleeved on the hub outer ring 2a2, the hub inner ring 2a1 is rotatably sleeved on the wheel mounting shaft 17, and an inner edge of the hub outer ring 2a2 is connected with an outer edge of the hub inner ring 2a1 through a plurality of bolts 2a 3.
Referring to fig. 5 and 6, the one-sided synchronizer 22 includes a high-speed gear coupling sleeve 22a rotating synchronously with the second inner core wheel 23c, a synchronizer spline hub 22c rotating synchronously and sleeved on the wheel mounting shaft 17, and a synchronizer coupling sleeve 22d rotating synchronously and sleeved on the synchronizer spline hub 22c, one side of the synchronizer spline hub 22c close to the high-speed gear coupling sleeve 22a is provided with a high-speed gear friction inner plate 22k, a high-speed gear friction outer plate 22e, and a high-speed gear synchronizing ring 22f sequentially sleeved radially outward, the outer periphery of the synchronizer spline hub 22c is provided with a plurality of synchronizer sliders 22j sliding synchronously with the synchronizer coupling sleeve 22d, and the shift fork 26 can drive the synchronizer coupling sleeve 22d to slide axially.
When the synchronizer coupling sleeve 22d slides towards the high-speed gear coupling sleeve 22a, the synchronizer slider 22j can drive the high-speed gear synchronizing ring 22f to drive the high-speed gear friction outer piece 22e to press the high-speed gear friction inner piece 22k against the high-speed gear coupling sleeve 22a, so that the synchronizer coupling sleeve 22d and the high-speed gear coupling sleeve 22a are combined after synchronous rotation and are in a high-speed gear. When the synchronizer sleeve 22d slides in the reverse direction to disengage (rotate asynchronously) the synchronizer sleeve 22d from the high-speed gear sleeve 22a, the low speed gear is set.
The surfaces of the two sides of the high-speed gear friction outer piece 22e are respectively matched with the high-speed gear friction inner piece 22k and the high-speed gear synchronizing ring 22f in an inclined plane, so that the synchronizer coupling sleeve and the high-speed gear coupling sleeve can rotate synchronously more stably, reliably and quickly.
Specifically speaking, high-speed fender friction outer piece 22e includes integrated into one piece's installation department and inclined plane cooperation portion, the installation department is the annular lamellar structure of circle, and the suit is on synchronous ware spline hub 22c, inclined plane cooperation portion is the cylinder structure that leans out the extension from the installation department outer fringe, its diameter is towards the direction that keeps away from the installation department crescent, and the both sides face of inclined plane cooperation portion respectively with the inclined plane cooperation that high-speed fender friction inner piece 22k and high-speed fender synchronizer ring 22f correspond, the reliability of installation and the reliability of friction inclined plane cooperation have been compromise.
Furthermore, a friction structure mounting cavity 22c1 is concavely formed on one side end face of the synchronizer spline hub 22c close to the high-speed gear coupling sleeve 22a, and the high-speed gear friction outer plate 22e, the high-speed gear friction inner plate 22k and the high-speed gear synchronizing ring 22f are all partially located in the friction structure mounting cavity 22c1, so that the reliability of installation of friction fit related parts is improved.
Referring to fig. 5 and 7, the power output sleeve 25 transmits power to the driving wheel 2 through the transmission sensing mechanism, the hub 2a of the driving wheel 2 is rotatably sleeved on the wheel mounting shaft 17 through the mounting sleeve 2a11, the transmission sensing mechanism comprises a transmission sensing cam sleeve 28 sleeved on the mounting sleeve 2a11, an elastic reset element 29 for driving the transmission sensing cam sleeve 28 to approach the power output sleeve 27, and a detection device for detecting real-time power, a screw transmission pair is formed between the transmission sensing cam sleeve 28 and the mounting sleeve 2a11 and can slide axially along the mounting sleeve 2a11, and the adjacent end faces of the power output sleeve 25 and the transmission sensing cam sleeve 28 form end-face cam fit.
The spiral transmission pair comprises inner spiral raceways distributed on the inner wall of the transmission sensing cam sleeve 8 along the circumferential direction and outer spiral raceways distributed on the outer wall of the installation matching sleeve 2a11 along the circumferential direction, a plurality of outwards-protruding balls are embedded in each outer spiral raceway, and each ball can roll in the corresponding inner spiral raceway and outer spiral raceway. When the transmission sensing cam sleeve 8 rotates relative to the mounting sleeve 2a11, it can move axially relative to the mounting sleeve 2a 11.
The detection device comprises a rotating speed detection permanent magnet 30 and a displacement detection permanent magnet 31 which are both arranged on the transmission sensing cam sleeve 28, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell.
Referring to fig. 1 and 5, the two-gear transmission mechanism includes a one-side synchronizer 22, a second overrunning clutch 23, and an output reduction assembly, the one-side synchronizer 22, the second overrunning clutch 23, and an output first-stage driving gear 24 of the output reduction assembly are all sleeved on the wheel mounting shaft 17, the second overrunning clutch 23 and the output first-stage driving gear 24 are respectively located on two sides of the one-side synchronizer 22, the output first-stage driving gear 24 rotates synchronously with the wheel mounting shaft 17, the power output sleeve 25, a second inner core wheel 23c of the second overrunning clutch 23, and the driving wheel 2 rotate synchronously, and the one-side synchronizer 22 can be combined with or separated from the second inner core wheel 23c under the action of the shift fork 26.
When the unilateral synchronizer 22 is combined with the second inner core wheel 23c, the second overrunning clutch 23 is in a overrunning state, and the power output by the wheel mounting shaft 17 is transmitted to the power output sleeve 25 through the unilateral synchronizer 22 and the second inner core wheel 23c in sequence; when the one-side synchronizer 22 is disengaged from the second inner core wheel 23c, the second overrunning clutch 23 is in a combined state, and the power output by the wheel mounting shaft 17 is transmitted to the power output sleeve 25 through the output speed reducing assembly and the second overrunning clutch 23 in sequence.
The output speed reduction assembly comprises an output speed reduction shaft 27 parallel to the wheel mounting shaft 17, an output first-stage driven gear 32 and an output second-stage driving gear 33, wherein the output first-stage driven gear 32 is sleeved on the output speed reduction shaft 27 in a synchronous rotating mode and meshed with the output first-stage driving gear 24, and the output second-stage driving gear 33 is meshed with an output second-stage driven gear 23b arranged on an outer ring 23a of the second overrunning clutch 23.
A first gear transmission route: the motor 7 → the input first-stage drive gear 8 → the input first-stage driven gear 11 → the input shaft 10 → the outer disk spline housing 5a → the low-speed first-stage driven gear 6 → the counter shaft 12 → the first overrunning clutch 9 → the inner disk spiral raceway housing 5b → the outer intermediate wheel shaft 4 → the drive sprocket 19 → the chain 21 → the driven sprocket 20 → the wheel mounting shaft 17 → the output first-stage drive gear 24 → the output reduction shaft 27 → the output second-stage drive gear 33 → the second overrunning clutch 23 → the power output housing 25 → the transmission cam housing 28 → the drive wheel 2.
A second-gear transmission route: the motor 7 → the input first-stage drive gear 8 → the input first-stage driven gear 11 → the input shaft 10 → the outer disk sleeve 5a → the low-speed first-stage driven gear 6 → the counter shaft 12 → the first overrunning clutch 9 → the inner disk spiral raceway sleeve 5b → the outer intermediate wheel shaft 4 → the drive sprocket 19 → the chain 21 → the driven sprocket 20 → the wheel mounting shaft 17 → the one-side synchronizer 22 → the second inner core wheel 23c → the power take-off sleeve 25 → the transmission sensing cam sleeve 28 → the drive wheel 2.
A third gear transmission route: the motor 7 → the input first-stage drive gear 8 → the input first-stage driven gear 11 → the input shaft 10 → the outer disk sleeve 5a → each of the outer and inner disk plates 5c, 5d → the inner disk spiral raceway sleeve 5b → the outer intermediate shaft 4 → the drive sprocket 19 → the chain 21 → the driven sprocket 20 → the wheel mounting shaft 17 → the output first-stage drive gear 24 → the output reduction shaft 27 → the output second-stage drive gear 33 → the second overrunning clutch 23 → the power output sleeve 25 → the transmission cam sleeve 28 → the drive wheel 2.
A fourth gear transmission route: the motor 7 → the input first-stage drive gear 8 → the input first-stage driven gear 11 → the input shaft 10 → the outer disk sleeve 5a → each of the outer and inner disk plates 5c, 5d → the inner disk helical raceway sleeve 5b → the outer intermediate wheel shaft 4 → the drive sprocket 19 → the chain 21 → the driven sprocket 20 → the wheel mounting shaft 17 → the one-side synchronizer 22 → the second inner core wheel 23c → the power output sleeve 25 → the transmission sensing cam sleeve 28 → the drive wheel 2.
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 put formula chain drive electric drive self-adaptation variable speed system in four grades which characterized in that: the power transmission device comprises a power input mechanism, a driving wheel (2), a high-speed gear transmission mechanism and a low-speed gear transmission mechanism which are arranged on an off-wheel intermediate shaft (4), a wheel mounting shaft (17) which is connected with the off-wheel intermediate shaft (4) through a chain transmission assembly and a two-gear transmission mechanism which is arranged on the wheel mounting shaft (17), wherein the wheel mounting shaft (17) is arranged on the driving wheel (2) in a penetrating way, the power input mechanism transmits power to the off-wheel intermediate shaft (4) through the high-speed gear transmission mechanism or the low-speed gear transmission mechanism, and the off-wheel intermediate shaft (4) transmits the power to the driving wheel (2) through the chain transmission assembly and the two-gear transmission mechanism in sequence;
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), wherein the friction clutch (5) comprises an outer plate flower sleeve (5a), an inner plate spiral roller 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 roller 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 roller sleeve (5b), the inner plate spiral roller sleeve (5b) is sleeved on the outer intermediate shaft (4) of the pulley and forms a spiral transmission pair with the outer intermediate shaft (4) so that the inner plate spiral roller sleeve (5b) can axially slide along the outer intermediate shaft (4), the power input mechanism can transmit power to an external intermediate shaft (4) through a friction clutch (5);
the low-speed gear transmission mechanism comprises a countershaft transmission assembly and a first overrunning clutch (9) sleeved on an outer wheel intermediate shaft (4), the end faces of one ends, close to each other, of an inner sheet spiral raceway sleeve (5b) and a first inner core wheel (9c) of the first overrunning clutch (9) are cam molded faces to jointly form end face cam cooperation, and the power input mechanism can sequentially transmit power to the countershaft transmission assembly, the first overrunning clutch (9), the inner sheet spiral raceway sleeve (5b) and the outer wheel intermediate shaft (4) through an outer sheet pattern sleeve (5 a);
the two-gear transmission mechanism comprises a single-side synchronizer (22), a second overrunning clutch (23) and an output speed reduction assembly, the single-side synchronizer (22), the second overrunning clutch (23) and an output first-stage driving gear (24) of the output speed reduction assembly are sleeved on a wheel mounting shaft (17), the second overrunning clutch (23) and the output first-stage driving gear (24) are respectively positioned on two sides of the single-side synchronizer (22), the output first-stage driving gear (24) and the wheel mounting shaft (17) synchronously rotate, a power output sleeve (25), a second inner core wheel (23c) of the second overrunning clutch (23) and a driving wheel (2) synchronously rotate, and the single-side synchronizer (22) can be combined with or separated from the second inner core wheel (23c) under the action of a gear shifting fork (26);
when the unilateral synchronizer (22) is combined with the second inner core wheel (23c), the second overrunning clutch (23) is in a overrunning state, and the power output by the wheel mounting shaft (17) is transmitted to the power output sleeve (25) through the unilateral synchronizer (22) and the second inner core wheel (23c) in sequence; when the one-side synchronizer (22) is separated from the second inner core wheel (23c), the second overrunning clutch (23) is in a combined state, and the power output by the wheel mounting shaft (17) is transmitted to the power output sleeve (25) through the output speed reducing assembly and the second overrunning clutch (23) in sequence.
2. The four-gear central chain drive electrically driven adaptive speed change system according to claim 1, wherein: the power output sleeve (25) transmits power to the driving wheel (2) through a transmission sensing mechanism, a hub (2a) of the driving wheel (2) is rotatably sleeved on a wheel mounting shaft (17) through a mounting matching sleeve (2a11), the transmission sensing mechanism comprises a transmission sensing cam sleeve (28) sleeved on the mounting matching sleeve (2a11), an elastic reset element (29) used for driving the transmission sensing cam sleeve (28) to be close to the power output sleeve (25) and a detection device used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve (28) and the mounting matching sleeve (2a11) and can axially slide along the mounting matching sleeve (2a11), and the adjacent end faces of the power output sleeve (25) and the transmission sensing cam sleeve (28) form end face cam matching.
3. The four-gear central chain drive electrically driven adaptive speed change system according to claim 2, wherein: the detection device comprises a rotating speed detection permanent magnet (30) and a displacement detection permanent magnet (31) which are both arranged on the transmission sensing cam sleeve (28), and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell.
4. The four-gear central chain drive electrically driven adaptive speed change system according to claim 1, wherein: the single-side synchronizer (22) comprises a high-speed gear combination sleeve (22a) which synchronously rotates with a second inner core wheel (23c), a synchronizer spline hub (22c) which is synchronously and rotatably sleeved on the wheel mounting shaft (17) and a synchronizer combination sleeve (22d) which is synchronously and rotatably sleeved on the synchronizer spline hub (22c), wherein one side, close to the high-speed gear combination sleeve (22a), of the synchronizer spline hub (22c) is provided with a high-speed gear friction inner sheet (22k), a high-speed gear friction outer sheet (22e) and a high-speed gear synchronization ring (22f) which are sequentially sleeved outwards in the radial direction, the periphery of the synchronizer spline hub (22c) is provided with a plurality of synchronizer sliding blocks (22j) which synchronously slide with the synchronizer combination sleeve (22d), and a shifting fork (26) can drive the synchronizer combination sleeve (22d) to axially slide;
when the synchronizer coupling sleeve (22d) slides towards the high-speed gear coupling sleeve (22a), the synchronizer slider (22j) can drive the high-speed gear synchronizing ring (22f) to drive the high-speed gear friction outer sheet (22e) to press the high-speed gear friction inner sheet (22k) on the high-speed gear coupling sleeve (22a), so that the synchronizer coupling sleeve (22d) and the high-speed gear coupling sleeve (22a) are combined after synchronous rotation.
5. The four-gear central chain drive electrically driven adaptive speed change system according to claim 1, wherein: the output speed reduction assembly comprises an output speed reduction shaft (27) parallel to the wheel mounting shaft (17), an output first-stage driven gear (32) and an output second-stage driving gear (33) which are sleeved on the output speed reduction shaft (27) in a synchronous rotating mode, the output first-stage driven gear (32) is meshed with the output first-stage driving gear (24), and the output second-stage driven gear (23b) arranged on the outer ring (23a) of the output second-stage driving gear (33) and the second overrunning clutch (23) is meshed.
6. The four-gear central chain drive electrically driven adaptive speed change system according to 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) 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 the outer jackshaft (4) of wheel, and each inner friction piece (5d) can be followed the outer wall axial slip of inner plate sliding part (5b1), and each outer friction piece (5c) and inner friction piece (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.
7. The four-gear central chain drive electrically driven adaptive speed change system according to claim 6, wherein: the power input mechanism comprises a motor (7) and an input speed reduction assembly, the input speed reduction assembly comprises an input first-stage driving gear (8) which is synchronously rotatably sleeved on a motor shaft (7a) of the motor (7), an input shaft (10) which is parallel to the motor shaft (7a) and an input first-stage driven gear (11) which is synchronously rotatably sleeved on the input shaft (10), the input first-stage driving gear (8) is meshed with the input first-stage driven gear (11), an input second-stage driving tooth (10a) is arranged on the input shaft (10), and an input second-stage driven tooth (5a5) which is meshed with the input second-stage driving tooth (10a) is arranged on a power input part (5a 1).
8. The four-gear central chain drive electrically driven adaptive speed change system according to claim 6, wherein: the countershaft transmission assembly comprises a countershaft (12) parallel to the off-wheel intermediate shaft (4) and a low-speed primary driven gear (6) synchronously and rotationally sleeved on the countershaft (12), 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 (12a) is arranged on the countershaft (12), and a low-speed secondary driven tooth (9b) meshed with the low-speed secondary driving tooth (12a) is arranged on an outer ring (9a) of the first overrunning clutch (9).
9. The four-gear central chain drive electrically driven adaptive transmission system according to claim 8, characterized in that: the rolling bodies distributed along the periphery of each first 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 each first 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.
10. The four-gear central chain drive electrically driven adaptive speed change system according to claim 1, wherein: the chain transmission assembly comprises a driving chain wheel (19) which is sleeved on the outer intermediate shaft (4) in a synchronous rotating mode, a driven chain wheel (20) which is sleeved on the wheel mounting shaft (17) in a synchronous rotating mode and a chain (21) which is connected with the driving chain wheel (19) and the driven chain wheel (20), and the driven chain wheel (20) and the speed reduction transmission mechanism are respectively located on two sides of the driving wheel (2).
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