CN112678110A - Central electric drive transmission sensing self-adaptive variable speed electric drive wheel hub - Google Patents
Central electric drive transmission sensing self-adaptive variable speed electric drive wheel hub Download PDFInfo
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- CN112678110A CN112678110A CN202011489628.4A CN202011489628A CN112678110A CN 112678110 A CN112678110 A CN 112678110A CN 202011489628 A CN202011489628 A CN 202011489628A CN 112678110 A CN112678110 A CN 112678110A
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Abstract
The invention discloses a central electric drive transmission sensing self-adaptive variable speed electric drive hub which comprises a wheel, a motor and a transmission shaft, wherein the transmission shaft penetrates through the wheel, the motor transmits power to the transmission shaft through a transmission sensing mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a power output part are arranged on the transmission shaft, the power output part and the wheel synchronously rotate, the motor and the transmission sensing mechanism are positioned on one side of the wheel, and the high-speed gear transmission mechanism and the low-speed gear transmission mechanism are positioned on the other side of the wheel. Technical scheme more than adopting not only possesses the advantage of central drive formula structure, but also can self-adaptation match pure electric vehicles's the actual operating mode of traveling and motor operating mode, not only makes it have powerful climbing and heavy load ability, makes the motor be in on the high-efficient platform all the time moreover, has improved the efficiency of motor under the climbing and the heavy load condition greatly, has reduced the motor energy consumption.
Description
Technical Field
The invention relates to the technical field of electric drive systems of two-wheeled vehicles, in particular to a central electric drive transmission sensing self-adaptive variable speed electric drive hub.
Background
With the increasing strictness of environmental regulations, new energy vehicles represented by pure electric powered automobiles, two-wheeled vehicles and three-wheeled vehicles have become a great trend to replace traditional fuel vehicles. The existing two-wheeled electric vehicle generally adopts a hub motor and a motor side-hanging structure.
The wheel hub motor is directly driven by the low-speed direct current motor, so that the efficiency is relatively low, the heat productivity is large, the original balance of the wheel structure is broken due to the large size and heavy weight of the motor, and the control performance and the safety are influenced to a certain extent.
The side-hung type structure places the motor and the speed change system (gearbox or reducer) on the same side of the driving wheel, and although a high-speed motor can be adopted to improve the mechanical efficiency, the weight of the speed change mechanism and the motor is heavier, so that the balance of the wheel is poor, and the influence on the two-wheeled vehicle is more obvious.
Therefore, the applicant has designed an electric drive system assembly adopting a central drive type structure, which has the advantages of both the hub motor and the side-hung type structure, makes up for the disadvantages of the hub motor and the side-hung type structure, and not only can well ensure the balance of the rotation output component, but also has extremely high mechanical efficiency, smaller heat productivity, better heat dissipation capability and lighter weight.
However, the existing center-driven electric drive system assembly cannot automatically shift gears according to resistance conditions, and thus cannot adaptively match vehicle speed output torque according to 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. Therefore, it is highly desirable to design a central electric drive transmission sensing adaptive variable speed electric drive hub that can solve the above problems.
Disclosure of Invention
In order to solve the technical problems, the invention provides a central electric drive transmission sensing self-adaptive variable speed electric drive hub.
The technical scheme is as follows:
the utility model provides a central authorities' electric drive transmission sensing self-adaptation variable speed electric drive wheel hub, includes wheel, motor and wears to establish the transmission shaft on the wheel, its characterized in that: the motor transmits power to the transmission shaft through the transmission sensing mechanism, the transmission shaft is provided with a high-speed transmission mechanism, a low-speed transmission mechanism and a power output part, the power output part and the wheel rotate synchronously, the motor and the transmission sensing mechanism are positioned on one side of the wheel, and the high-speed transmission mechanism and the low-speed transmission mechanism are positioned on the other side of the wheel;
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 is sleeved on a transmission shaft through a spiral raceway sleeve, a spiral transmission pair is formed between the spiral raceway sleeve and the transmission shaft and can axially slide along the transmission shaft, and the transmission shaft can transmit power to a power output part synchronously rotating with an inner core wheel through the spiral raceway sleeve, the friction clutch and an inner core wheel of an overrunning clutch in sequence;
the low-speed gear transmission mechanism comprises a countershaft transmission assembly and an overrunning clutch sleeved on a transmission shaft, and the spiral raceway sleeve can transmit power to the power output part sequentially through the countershaft transmission assembly and the overrunning clutch.
By adopting the structure, under the common cooperation of the overrunning clutch and the friction clutch, when the load borne by the transmission shaft is not large, the transmission shaft can transmit power to the power output component synchronously rotating with the inner core wheel through the spiral raceway sleeve, the friction clutch and the inner core wheel of the overrunning clutch in sequence, the self-adaptive speed change system is in a high-speed gear, can efficiently transmit power, and the motor is in a high-rotating-speed and high-efficiency working state and has low energy consumption; when the two-wheeled vehicle is in low-speed heavy-load conditions such as starting, climbing, headwind and the like, the rotating speed of the transmission shaft is less than that of the spiral roller sleeve, the spiral roller sleeve axially displaces along the transmission shaft, the friction clutch loses pretightening force, the friction clutch is disconnected and enters a low-speed gear, and the transmission shaft can transmit power to the power output component through the spiral roller sleeve, the auxiliary shaft transmission assembly and the overrunning clutch in sequence; the self-adaptive speed change system can be self-adaptively matched with the actual running working condition and the motor working condition of the pure electric vehicle, so that the self-adaptive speed change system has strong climbing and heavy load capacity, the motor is always positioned on a high-efficiency platform, the efficiency of the motor under the climbing and heavy load conditions is greatly improved, and the energy consumption of the motor is reduced.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises an elastic element driving ring, a first-stage speed reduction driving gear, an auxiliary shaft, a first-stage speed reduction driven gear and a second-stage speed reduction driving gear, wherein the elastic element driving ring and the first-stage speed reduction driving gear are sleeved on the spiral raceway sleeve, the auxiliary shaft is parallel to the transmission shaft, the first-stage speed reduction driven gear and the second-stage speed reduction driving gear are sleeved on the auxiliary shaft in a synchronous rotating mode, the first-stage speed reduction driving gear is meshed with the first-stage speed reduction driven gear, the elastic element driving ring and the spiral raceway sleeve rotate synchronously, the cam profiles of one end, close to each other, of the elastic element driving ring and. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the overrunning clutch further comprises a rolling body arranged between the outer ring and the inner core wheel, the inner core wheel comprises an inner core wheel main body and an inner core wheel input sleeve which are integrally formed, a driven friction disc of the friction clutch is sleeved on the inner core wheel input sleeve in a synchronous rotating mode, and the inner core wheel main body and the power output part rotate synchronously. By adopting the structure, not only can one part be reduced, the cost is reduced, but also the design is ingenious, and the stability and the reliability of the matching between the parts are improved.
Preferably, the method comprises the following steps: the power output component is arranged in the wheel hub in a penetrating mode and is matched with the wheel hub spline, and the power output component is matched with the end face tooth groove at one end, close to the inner core wheel main body, of the inner core wheel main body. By adopting the structure, the matching is simple and reliable, and the processing, forming and assembling are easy.
Preferably, the method comprises the following steps: the friction clutch further comprises a driven disc supporting sleeve which rotates synchronously with the driven friction disc, and bearings are arranged at the ends, far away from each other, of the driven friction disc and the driven disc supporting sleeve. By adopting the structure, the driven friction disc can be reliably positioned and supported, and the stability and the reliability of the friction clutch are improved.
Preferably, the method comprises the following steps: and a vehicle speed detection Hall element which is matched with the vehicle speed detection permanent magnet is arranged on the outer shell of the vehicle speed detection permanent magnet gear shifting mechanism which is arranged on the outer peripheral surface of the driven friction disc. By adopting the structure, the real-time vehicle speed can be accurately monitored while transmission is carried out, and the device is simple and reliable, strong in anti-interference capability and low in cost.
Preferably, the method comprises the following steps: the transmission sensing mechanism comprises a transmission sensing shaft, a transmission primary driven gear, a transmission sensing cam sleeve, an elastic reset element, a transmission secondary driven gear and a detection device, wherein the transmission sensing shaft is parallel to a motor shaft of the transmission shaft and the motor, the transmission primary driven gear and the transmission sensing cam sleeve are sleeved on the transmission sensing shaft, the elastic reset element is used for driving the transmission sensing cam sleeve to be close to the transmission primary driven gear, the transmission primary driving gear is sleeved on the motor shaft in a synchronous rotating mode, the transmission secondary driven gear is sleeved on the transmission shaft in a synchronous rotating mode, the detection device is used for detecting real-time power, the transmission primary driving gear is meshed with the transmission primary driven gear, a transmission secondary driving gear meshed with the transmission secondary driven gear is arranged on the transmission sensing shaft, and a spiral transmission pair is formed between the transmission sensing 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.
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 overrunning clutch further comprises rolling bodies arranged between the outer ring and the inner core wheel, the rolling bodies distributed along the periphery of the inner core wheel are composed of thick rolling bodies and thin rolling bodies which are alternately arranged, two opposite retainers are arranged on the outer peripheral surface of the 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 manner. 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 outer teeth are matched with the rough rolling bodies and comprise top arc sections, short side sections and long side sections, the short side sections and the long side sections are located on two sides of the top arc sections respectively, the short side sections are of inwards concave arc structures, the long side sections are of outwards convex arc structures, and the curvature of the short side sections is smaller than that of the long side sections. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Compared with the prior art, the invention has the beneficial effects that:
technical scheme's central authorities electric drive transmission sensing self-adaptation variable speed electric drive wheel hub more than adopting, novel structure, design benefit, easily realization not only possesses the advantage of central driving formula structure, and can self-adaptation match pure electric vehicles's the actual operating mode and the motor operating mode of traveling moreover, not only make it have powerful climbing and heavy load ability, make the motor be in high-efficient platform all the time moreover, improved the efficiency of motor under climbing and heavy load condition greatly, reduced the motor energy consumption.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic diagram of the main structure of the transmission sensing mechanism;
FIG. 3 is a schematic structural view of an overrunning clutch;
FIG. 4 is a cross-sectional view of the overrunning clutch.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1, a central electric drive transmission sensing self-adaptive variable speed electric drive hub mainly comprises a wheel 1, a motor 2 and a transmission shaft 3 penetrating through the wheel 1, wherein the motor 2 transmits power to the transmission shaft 3 through a transmission sensing mechanism, the transmission shaft 3 is provided with a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a power output part 16, the power output part 16 and the wheel 1 synchronously rotate, the motor 2 and the transmission sensing mechanism are positioned on one side of the wheel 1, and the high-speed gear transmission mechanism and the low-speed gear transmission mechanism are positioned on the other side of the wheel 1, so that a central drive structure is formed.
In this embodiment, the wheel 1 includes a hub 1a and a tire 1b disposed on the outer periphery of the hub 1a, wherein an internally splined cylinder is provided at the center of the hub 1a, and the internally splined cylinder protrudes to both sides to ensure reliability of fitting with the relevant power components.
Referring to fig. 1 and 2, the transmission sensing mechanism includes a transmission sensing shaft 7 parallel to the transmission shaft 3 and the motor shaft 2a of the motor 2, a transmission primary driven gear 8 and a transmission sensing cam sleeve 9 both sleeved on the transmission sensing shaft 7, an elastic reset element 10 for driving the transmission sensing cam sleeve 9 to approach the transmission primary driven gear 8, the synchronous rotation suit is in the first order driving gear 11 of transmission on motor shaft 2a, synchronous rotation suit is in the second order driven gear 12 of transmission on transmission shaft 3 and is used for detecting the detection device of real-time power, and transmission first order driving gear 11 meshes with transmission first order driven gear 8, has the transmission second order driving tooth 7a with transmission second order driven gear 12 meshing on the transmission sensing shaft 7, forms the screw drive pair between transmission sensing cam cover 9 and the transmission sensing shaft 7 to can be along the axial slip of transmission sensing shaft 7.
Wherein, the first-stage driven gear 8 of transmission includes 8a and 8b portions of gear sleeve of integrated into one piece's gear portion, and gear portion 8a meshes with the first-stage driving gear 11 of transmission, and 8b suits of gear sleeve are on transmission sensing shaft 7, and the one end terminal surface that is close to transmission sensing cam sleeve 9 has the cam profile that suits with transmission sensing cam sleeve 9. The design is simple and reliable, and the cost is lower without manufacturing split parts.
Specifically, the helical transmission pair comprises an inner helical raceway and an outer helical raceway, wherein the inner helical raceway is circumferentially distributed on the inner wall of the transmission sensing cam sleeve 9, the outer helical raceway is circumferentially distributed on the outer wall of the transmission sensing shaft 7, a plurality of outwards-protruding balls are embedded in each outer helical raceway, and each ball can roll in the corresponding inner helical raceway and the corresponding outer helical raceway. When the transmission sensing cam sleeve 9 rotates relative to the transmission sensing shaft 7, the transmission sensing cam sleeve can move axially relative to the transmission sensing shaft 7.
The detection device comprises a rotating speed detection permanent magnet 13 and a displacement detection permanent magnet 14 which are both arranged on the transmission sensing cam sleeve 9, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell. Detection device can acquire accurate rotational speed and displacement information, can accurately learn the real-time power of transmission shaft 3 according to rotational speed and displacement information, when real-time power is less than the power target, can initiatively shift into the low-speed gear from the high-speed gear, when real-time power is greater than the power target, can initiatively shift into the high-speed gear from the low-speed gear.
Referring to fig. 1, the high-speed gear transmission mechanism includes a friction clutch 5 and an elastic element group 20 for applying a pre-tightening force to the friction clutch 5, the friction clutch 5 is sleeved on the transmission shaft 3 through a spiral roller sleeve 4, a spiral transmission pair is formed between the spiral roller sleeve 4 and the transmission shaft 3 and can axially slide along the transmission shaft 3, and the transmission shaft 3 can sequentially pass through the spiral roller sleeve 4, the friction clutch 5 and an inner core wheel 15c of the overrunning clutch 15 to transmit power to a power output part 16 which synchronously rotates with the inner core wheel 15 c.
The friction clutch 5 comprises a driving friction disc 5a and a driven friction disc 5b, the driven friction disc 5b is sleeved on an inner core wheel 15c and rotates synchronously with the inner core wheel 15c, the driving friction disc 5a is welded on the spiral roller way sleeve 4, a spiral transmission pair is formed between the spiral roller way sleeve 4 and the transmission shaft 3, the spiral roller way sleeve 4 can slide along the axial direction of the transmission shaft 3, and therefore the elastic element driving ring 21 is driven to compress the elastic element group 20, and the driving friction disc 5a and the driven friction disc 5b are separated. Specifically, the screw transmission pair comprises an inner screw raceway and an outer screw raceway, wherein the inner screw raceway is circumferentially distributed on the inner wall of the screw raceway sleeve 4, the outer screw raceway is circumferentially distributed on the outer wall of the transmission shaft 3, a plurality of outwards-protruding balls are embedded in each outer screw raceway, and each ball can roll in the corresponding inner screw raceway and the corresponding outer screw raceway. When the helical raceway sleeve rotates relative to the input shaft, it can move axially relative to the input shaft, and thereby can press or release the driving friction disks 5a and the driven friction disks 5b of the friction clutch 5, so that the friction clutch 5 is in an engaged or disengaged state.
The elastic element set 20 can apply a pre-tightening force to the spiral raceway sleeve 4 to press the driving friction disc 5a and the driven friction disc 5b, so that the friction clutch 5 is kept in a combined state. In this embodiment, the elastic element set 20 is preferably a disc spring, which is stable, reliable and low in cost.
Further, the friction clutch 5 further includes a driven plate support sleeve 5c which rotates synchronously with the driven friction plate 5b, and bearings are arranged at the ends of the driven friction plate 5b and the driven plate support sleeve 5c which are far away from each other, so as to reliably support the driven friction plate 5b and ensure the stability and reliability of the combination or separation of the friction clutch 5.
A vehicle speed detection hall element adapted to the vehicle speed detection permanent magnet 22 is provided on the outer case of the shift mechanism in which the vehicle speed detection permanent magnet 22 is provided on the outer peripheral surface of the driven friction disk 5 b.
Referring to fig. 1-4, the low-speed transmission mechanism includes an inner core wheel sleeve 8 rotatably sleeved on the transmission shaft 3, an overrunning clutch 9 sleeved on the inner core wheel sleeve 8, and a countershaft transmission assembly having a countershaft 4, the inner core wheel 9c and the inner core wheel sleeve 8 rotate synchronously, and the helical raceway sleeve 4 can transmit power to the inner core wheel sleeve 8 sequentially through the countershaft transmission assembly and the overrunning clutch 9.
Referring to fig. 1, 3 and 4, the low-speed transmission mechanism includes a countershaft transmission assembly and an overrunning clutch 15 sleeved on the transmission shaft 3, and the spiral raceway sleeve 4 can transmit power to the power output component 16 through the countershaft transmission assembly and the overrunning clutch 15 in sequence.
The auxiliary shaft transmission assembly comprises an elastic element driving ring 21 and a speed reduction first-stage driving gear 6 which are sleeved on the spiral roller way sleeve 4, an auxiliary shaft 17 parallel to the transmission shaft 3, a speed reduction first-stage driven gear 18 and a speed reduction second-stage driving gear 19 which are sleeved on the auxiliary shaft 17 in a synchronous rotating mode, the speed reduction first-stage driving gear 6 is meshed with the speed reduction first-stage driven gear 18, the elastic element driving ring 21 and the spiral roller way sleeve 4 rotate synchronously, the elastic element driving ring 21 is matched with one end cam profile close to the speed reduction first-stage driving gear 6 to form an end face cam transmission pair, and a speed reduction second-stage driven gear 15b meshed with the speed reduction second-stage driving gear 19 is arranged on an.
The overrunning clutch 15 further includes rolling bodies disposed between the outer race 15a and the inner core wheel 15c, the inner core wheel 15c includes an integrally formed inner core wheel main body 15c1 and an inner core wheel input sleeve 15c2, the driven friction disk 5b of the friction clutch 5 is synchronously rotatably fitted over the inner core wheel input sleeve 15c2 (spline fit), and the inner core wheel main body 15c1 is synchronously rotated with the power output member 16. The power output member 16 is inserted into the hub 1a of the wheel 1 and spline-fitted to the hub 1a, and the power output member 16 is spline-fitted to the inner core wheel main body 15c1 at the end face close to each other.
The overrunning clutch 15 further comprises rolling bodies arranged between the outer ring 15a and the inner core wheel 15c, the rolling bodies distributed along the periphery of the inner core wheel 15c are composed of thick rolling bodies 15d and thin rolling bodies 15e which are alternately arranged, two opposite retainers 15f are arranged on the peripheral surface of the inner core wheel 15c, a circle of annular groove 15f1 is formed in the inner wall of each retainer 15f, and two ends of each thin rolling body 15e are respectively and slidably inserted into the corresponding annular grooves 15f1, so that each thin rolling body 15e can follow up, the stability and reliability of the whole clutch are improved, and the service life is prolonged.
The outer wall of the outer ring 15a is provided with two-stage speed reduction driven teeth 15b arranged along the circumferential direction. With the above configuration, power transmission can be reliably performed.
The outer periphery of the inner core wheel 15c is provided with an outer tooth 15c3 matched with the thick rolling body 15d, the outer tooth 15c3 comprises a top arc section 15c32, a short side section 15c31 and a long side section 15c33 which are respectively located on two sides of the top arc section 15c32, the short side section 15c31 is of an inwards concave arc structure, the long side section 15c33 is of an outwards convex arc structure, the curvature of the short side section 15c31 is smaller than that of the long side section 15c33, and the stability and reliability of the one-way transmission function can be guaranteed.
In this embodiment, the elastic element group 20 applies pressure to the spiral raceway sleeve 4 to press the driving friction disk 5a and the driven friction disk 5b of the friction clutch 5, and at this time, the friction clutch 5 is in a combined state under the pressure of the elastic element group 20, and the power is in a high-speed power transmission path:
the motor 2 → the first-stage driving gear 11 → the first-stage driven gear 8 → the transmission sensing cam sleeve 9 → the transmission sensing shaft 7 → the second-stage driven gear 12 → the transmission shaft 3 → the spiral raceway sleeve 4 → the friction clutch 5 → the inner core wheel 15c → the power output member 16 → the wheel 1.
At this time, the elastic element group 20 is not compressed. When the resistance torque transmitted to the friction clutch 5 by the transmission shaft 3 is greater than or equal to the preset load limit of the friction clutch 5, the inner core wheel cam sleeve 4 compresses the elastic element group 20, a gap is formed between the driving friction disc 5a and the driven friction disc 5b of the friction clutch 5, namely, the friction is separated, and the power is transmitted through the following route instead, namely a low-speed power transmission route:
the motor 2 → the first-stage driving gear 11 → the first-stage driven gear 8 → the cam sleeve 9 → the sensing shaft 7 → the second-stage driven gear 12 → the driving shaft 3 → the spiral raceway sleeve 4 → the elastic member driving ring 21 → the first-stage driving gear 6 → the first-stage driven gear 18 → the counter shaft 17 → the second-stage driving gear 19 → the overrunning clutch 15 → the power output member 16 → the wheel 1.
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 central electric drive transmission sensing self-adaptation variable speed electric drive wheel hub, includes wheel (1), motor (2) and wears to establish transmission shaft (3) on wheel (1), its characterized in that: the electric vehicle is characterized in that the motor (2) transmits power to the transmission shaft (3) through the transmission sensing mechanism, a high-speed transmission mechanism, a low-speed transmission mechanism and a power output part (16) are arranged on the transmission shaft (3), the power output part (16) and the vehicle wheel (1) synchronously rotate, the motor (2) and the transmission sensing mechanism are positioned on one side of the vehicle wheel (1), and the high-speed transmission mechanism and the low-speed transmission mechanism are positioned on the other side of the vehicle wheel (1);
the high-speed gear transmission mechanism comprises a friction clutch (5) and an elastic element group (20) for applying pretightening force to the friction clutch (5), the friction clutch (5) is sleeved on a transmission shaft (3) through a spiral roller way sleeve (4), a spiral transmission pair is formed between the spiral roller way sleeve (4) and the transmission shaft (3) and can axially slide along the transmission shaft (3), and the transmission shaft (3) can transmit power to a power output part (16) synchronously rotating with an inner core wheel (15c) through the spiral roller way sleeve (4), the friction clutch (5) and the inner core wheel (15c) of the overrunning clutch (15) in sequence;
the low-speed gear transmission mechanism comprises a countershaft transmission assembly and an overrunning clutch (15) sleeved on the transmission shaft (3), and the spiral roller way sleeve (4) can transmit power to the power output part (16) sequentially through the countershaft transmission assembly and the overrunning clutch (15).
2. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 1, wherein: the auxiliary shaft transmission assembly comprises an elastic element driving ring (21) and a speed reduction first-stage driving gear (6) which are sleeved on a spiral roller way sleeve (4), an auxiliary shaft (17) which is parallel to a transmission shaft (3), and a speed reduction first-stage driven gear (18) and a speed reduction second-stage driving gear (19) which are sleeved on the auxiliary shaft (17) in a synchronous rotating mode, wherein the speed reduction first-stage driving gear (6) is meshed with the speed reduction first-stage driven gear (18), the elastic element driving ring (21) and the spiral roller way sleeve (4) rotate synchronously, the elastic element driving ring (21) is matched with one end cam profile which is close to the speed reduction first-stage driving gear (6) to form an end face cam transmission pair, and the speed reduction second-stage driven gear (15b) which is meshed with the speed reduction second-stage driving gear (19) is arranged on an.
3. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 2, wherein: the overrunning clutch (15) further comprises rolling bodies arranged between the outer ring (15a) and the inner core wheel (15c), the inner core wheel (15c) comprises an inner core wheel main body (15c1) and an inner core wheel input sleeve (15c2) which are integrally formed, the driven friction disc (5b) of the friction clutch (5) is sleeved on the inner core wheel input sleeve (15c2) in a synchronous rotating mode, and the inner core wheel main body (15c1) and the power output part (16) rotate in a synchronous rotating mode.
4. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 3, wherein: the power output component (16) is arranged in a hub (1a) of the wheel (1) in a penetrating mode and is in spline fit with the hub (1a), and the power output component (16) is in tooth groove fit with one end face of the inner core wheel main body (15c1) close to each other.
5. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 4, wherein: the friction clutch (5) further comprises a driven disc support sleeve (5c) which synchronously rotates with the driven friction disc (5b), and bearings are arranged at the ends, far away from each other, of the driven friction disc (5b) and the driven disc support sleeve (5 c).
6. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 5, wherein: and a vehicle speed detection Hall element matched with the vehicle speed detection permanent magnet (22) is arranged on the outer shell of the gear shifting mechanism with the vehicle speed detection permanent magnet (22) arranged on the peripheral surface of the driven friction disc (5 b).
7. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 1, wherein: the transmission sensing mechanism comprises a transmission sensing shaft (7) which is parallel to a transmission shaft (3) and a motor shaft (2a) of a motor (2), a transmission primary driven gear (8) and a transmission sensing cam sleeve (9) which are sleeved on the transmission sensing shaft (7), an elastic reset element (10) for driving the transmission sensing cam sleeve (9) to be close to the transmission primary driven gear (8), a transmission primary driving gear (11) which is sleeved on the motor shaft (2a) in a synchronous rotating manner, a transmission secondary driven gear (12) which is sleeved on the transmission shaft (3) in a synchronous rotating manner and a detection device for detecting real-time power, wherein the transmission primary driving gear (11) is meshed with the transmission primary driven gear (8), the transmission sensing shaft (7) is provided with a transmission secondary driving gear (7a) meshed with the transmission secondary driven gear (12), a spiral transmission pair is formed between the transmission sensing cam sleeve (9) and the transmission sensing shaft (7) and can slide along the axial direction of the transmission sensing shaft (7).
8. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 7, wherein: the detection device comprises a rotating speed detection permanent magnet (13) and a displacement detection permanent magnet (14) which are both arranged on the transmission sensing cam sleeve (9), and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell.
9. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 1, wherein: the overrunning clutch (15) further comprises rolling bodies arranged between the outer ring (15a) and the inner core wheel (15c), the rolling bodies distributed along the periphery of the inner core wheel (15c) are composed of thick rolling bodies (15d) and thin rolling bodies (15e) which are alternately arranged, two opposite retainers (15f) are arranged on the outer peripheral surface of the inner core wheel (15c), a circle of annular groove (15f1) is formed in the inner wall of each retainer (15f), and two ends of each thin rolling body (15e) are respectively inserted into the corresponding annular grooves (15f1) in a sliding mode.
10. The central electrically driven transmission sensing adaptive variable speed electrically driven hub according to claim 9, wherein: the outer periphery of the inner core wheel (15c) is provided with outer teeth (15c3) matched with the thick rolling bodies (15d), the outer teeth (15c3) comprise a top arc section (15c32), a short side section (15c31) and a long side section (15c33) which are respectively positioned on two sides of the top arc section (15c32), the short side section (15c31) is of an inwards concave arc structure, the long side section (15c33) is of an outwards convex arc structure, and the curvature of the short side section (15c31) is smaller than that of the long side section (15c 33).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011489628.4A CN112678110A (en) | 2020-12-16 | 2020-12-16 | Central electric drive transmission sensing self-adaptive variable speed electric drive wheel hub |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011489628.4A CN112678110A (en) | 2020-12-16 | 2020-12-16 | Central electric drive transmission sensing self-adaptive variable speed electric drive wheel hub |
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|---|---|
| CN112678110A true CN112678110A (en) | 2021-04-20 |
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|---|---|---|---|
| CN202011489628.4A Pending CN112678110A (en) | 2020-12-16 | 2020-12-16 | Central electric drive transmission sensing self-adaptive variable speed electric drive wheel hub |
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| CN (1) | CN112678110A (en) |
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2020
- 2020-12-16 CN CN202011489628.4A patent/CN112678110A/en active Pending
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