CN115042908A - Mid-set motor and electric bicycle - Google Patents
Mid-set motor and electric bicycle Download PDFInfo
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- CN115042908A CN115042908A CN202210907717.9A CN202210907717A CN115042908A CN 115042908 A CN115042908 A CN 115042908A CN 202210907717 A CN202210907717 A CN 202210907717A CN 115042908 A CN115042908 A CN 115042908A
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Classifications
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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
- B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
- B62M6/40—Rider propelled cycles with auxiliary electric motor
- B62M6/70—Rider propelled cycles with auxiliary electric motor power-driven at single endless flexible member, e.g. chain, between cycle crankshaft and wheel axle, the motor engaging the endless flexible member
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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
- B62M11/06—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with spur gear wheels
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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
- B62M23/00—Transmissions characterised by use of other elements; Other transmissions
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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
- B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
- B62M6/40—Rider propelled cycles with auxiliary electric motor
- B62M6/45—Control or actuating devices therefor
- B62M6/50—Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
Abstract
The invention discloses a middle motor and an electric bicycle with the middle motor, wherein the middle motor comprises: the device comprises a shell, a crankshaft, a power output part, a motor, a gear reduction mechanism and a second one-way clutch; the power output part is connected with the crankshaft through a transmission assembly, and the transmission assembly comprises a first one-way clutch; the gear speed reducing mechanism comprises an output shaft and an output gear, the output gear is arranged on the output shaft, the output shaft is provided with an inner hole, and the power output part is arranged in the inner hole in a penetrating mode; the second one-way clutch is connected with the output gear and the power output part; the second one-way clutch is arranged in the inner hole of the output shaft, the inner hole space of the output shaft can be reasonably utilized, the size of the gear does not need to be additionally increased, and the power output part and the output shaft are respectively used as the second inner ring and the second outer ring of the second one-way clutch, namely, compared with a common one-way clutch, the inner ring and the outer ring are reduced, and the overall size of the gear transmission assembly can be reduced.
Description
Technical Field
The invention relates to the technical field of electric bicycles, in particular to a middle-mounted motor and an electric bicycle.
Background
In the related art, how to achieve small volume and large power in the power-assisted electric bicycle is always the key point of design and research by perfectly integrating the electric power-assisted core component into the bicycle frame. In the related art, the one-way clutch of the motor power assisting part in the middle-placed motor is arranged on the gear transmission assembly, the arrangement increases the overall size of the gear, and the structure and the assembly form of the gear are complex.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a middle-mounted motor which can reduce the whole size of a gear transmission assembly.
The invention also provides an electric bicycle with the middle motor.
The center-mounted motor according to an embodiment of the first aspect of the present invention includes: the device comprises a shell, a crankshaft, a power output part, a motor, a gear reduction mechanism and a second one-way clutch; the crank shaft is rotationally connected with the shell; the power output part is connected to the crankshaft through a transmission assembly, and the transmission assembly comprises a first one-way clutch; the motor is arranged in the shell; the gear reduction mechanism is connected to the output end of the motor and comprises an output shaft and an output gear, the output gear is arranged on the output shaft, the output shaft is provided with an inner hole, and the power output part is arranged in the inner hole in a penetrating mode; the second one-way clutch is connected with the output gear and the power output part; the second one-way clutch comprises a second inner ring, a second clutch assembly and a second outer ring, the second clutch assembly is located in the inner hole, part of the power output part is configured to be the second inner ring, and part of the output shaft is configured to be the second outer ring.
The centrally-mounted motor provided by the embodiment of the invention at least has the following beneficial effects: the overall size of the output gear is the largest of all gears of the gear reduction mechanism, the second one-way clutch is arranged in the inner hole of the output shaft, the inner hole space of the output shaft can be reasonably utilized, the size of the gear does not need to be additionally increased, and the power output part and the output shaft are respectively used as the second inner ring and the second outer ring of the second one-way clutch, namely, compared with a common one-way clutch, the inner ring and the outer ring are reduced, and the overall size of the gear transmission assembly can be reduced.
According to some embodiments of the present invention, the first one-way clutch includes a first inner ring, a first clutch assembly, and a first outer ring, the first outer ring is fixedly connected to the crankshaft, the first clutch assembly is located between the first inner ring and the first outer ring, the transmission assembly includes a torque detection device, the torque detection device includes a torque sensing sleeve and a torque sensor, the torque sensing sleeve connects the first inner ring and the power output member, and the torque sensor is fixed to the housing.
According to some embodiments of the invention, the torque detection device includes a shield case provided at an outer periphery of the torque sensor.
According to some embodiments of the invention, the torque sensor comprises a coil holder fixed to the housing, and the coil holder is provided with an induction coil.
According to some embodiments of the invention, the mid-set motor includes a step-frequency step-direction sensor including a detection part and a target part, the target part being fixed to the first outer ring, the detection part being fixed to the coil fixing base.
According to some embodiments of the invention, the gear reduction mechanism comprises an input shaft and an input gear, the electric machine comprises a rotor assembly, and the input gear and the rotor assembly are mounted to the input shaft.
According to some embodiments of the invention, the input shaft is provided with a first bearing, a second bearing and a third bearing, the input gear is located between the first bearing and the third bearing, and the rotor assembly is located between the second bearing and the third bearing.
According to some embodiments of the invention, the gear reduction mechanism is a two-stage reduction gear set or a three-stage reduction gear set.
According to some embodiments of the invention, the electric machine includes a stator assembly including windings employing wires having a non-circular cross-section.
According to some embodiments of the invention, the mid-motor includes an angle sensor for detecting a rotation speed of the motor, the angle sensor being disposed at the gear reduction mechanism.
According to some embodiments of the invention, the power take-off is provided with a fourth bearing located at an end side of the second one-way clutch and supporting the output shaft, the fourth bearing including an outer race, a rolling element, and an inner race, part of the power take-off being configured as the inner race, and part of the output shaft being configured as the outer race.
The electric bicycle according to the second aspect embodiment of the present invention includes the center-set motor according to the first aspect embodiment of the present invention.
The electric bicycle provided by the embodiment of the invention at least has the following beneficial effects: by adopting the centrally-mounted motor in the embodiment of the first aspect of the invention, the inner hole space of the output shaft can be reasonably utilized, the size of the gear does not need to be additionally increased, and the power output part and the output shaft are respectively configured to be the second inner ring and the second outer ring of the second one-way clutch, i.e. compared with a common one-way clutch, the inner ring and the outer ring are reduced, and the overall size of the gear transmission assembly can be reduced.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The invention is further described with reference to the following figures and examples, in which:
fig. 1 is a schematic view of an electric bicycle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a mid-mounted motor according to an embodiment of the present invention;
fig. 3 is a sectional view a-a of the center motor shown in fig. 2;
FIG. 4 is a schematic view of the gear reduction mechanism and transmission assembly shown in FIG. 3;
FIG. 5 is a sectional view taken along line B-B shown in FIG. 4;
FIG. 6 is a cross-sectional view C-C shown in FIG. 4;
fig. 7 is an exploded view of the power take-off, second one-way clutch and output gear shown in fig. 6.
Reference numerals:
100. a motor is arranged in the middle; 101. a housing; 102. a crank shaft; 103. a frame; 104. a wheel; 105. a pedal crank; 106. a foot pedal; 107. a chain; 108. a drive sprocket;
201. a power take-off; 202. a motor; 203. a gear reduction mechanism; 204. a first one-way clutch; 205. a second one-way clutch; 206. a first housing; 207. a second housing; 208. a first end cap; 209. a second end cap; 210. an input shaft; 211. an input gear; 212. a first intermediate shaft; 213. a primary driven gear; 214. a secondary drive gear; 215. a second intermediate shaft; 216. a secondary driven gear; 217. a tertiary driving gear; 218. an output shaft; 219. an output gear; 220. a first bearing; 221. a second bearing; 222. a third bearing; 223. an electrical control assembly; 224. an angle sensor magnetic ring; 225. a step frequency step direction sensor; 226. a torque detection device; 227. a detection section; 228. a target component; 229. a torque sensing sleeve; 230. a torque sensor; 231. a strain gauge; 232. a shield case; 233. a coil fixing seat; 234. a fourth bearing; 235. a stator assembly; 236. a rotor assembly; 237. an induction coil;
601. a second clutch assembly; 602. an inner bore; 603. and (6) rolling the assembly.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In the description of the present invention, it should be understood that the orientation or positional relationship referred to in the description of the orientation, such as the upper, lower, front, rear, left, right, etc., is based on the orientation or positional relationship shown in the drawings, and is only for convenience of description and simplification of description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
In the description of the present invention, the meaning of a plurality of means is one or more, the meaning of a plurality of means is two or more, and larger, smaller, larger, etc. are understood as excluding the number, and larger, smaller, inner, etc. are understood as including the number. If the first and second are described for the purpose of distinguishing technical features, they are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.
In the description of the present invention, unless otherwise explicitly limited, terms such as arrangement, installation, connection and the like should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above terms in the present invention in combination with the specific contents of the technical solutions.
The booster electric bicycle is a new type two-wheel vehicle, belonging to a kind of bicycle, and uses battery as auxiliary power source, and is equipped with motor, and possesses power auxiliary system, and can implement manpower riding and motor boosting integrated new type transportation means.
In the field of power-assisted electric bicycles, the installation positions of motors are mainly divided into two types, one type is a middle-mounted motor, namely, the motor is installed in the middle position of a bicycle body, namely, the motor in a five-way position, and the motor is called as a middle-mounted motor. Referring to fig. 1, it can be understood that the electric bicycle includes a frame 103, a wheel 104, a pedal crank 105, pedals 106, a chain 107, a driving sprocket 108 and a center motor 100, the center motor 100 is connected to the frame 103 and connected to the rear wheel through the chain 107 to transmit power, and the pedals 106 are installed on both sides of the center motor 100, so that a rider can ride on the bicycle manually by pedaling without any difference between resistance and normal bicycles in the case that the center motor 100 has no power source.
Another type is mounted in the hub of a bicycle, called a hub motor. Compare in-wheel motor, put the motor and all have great advantage in aspects such as technique and performance. For example, the mid-motor has the advantages that the front and rear weight balance of the whole vehicle can be kept as much as possible, the action of the shock absorber is not influenced, the road impact borne by the motor is smaller, the ultrahigh integration degree can reduce the exposure of unnecessary wire pipes, and therefore the vehicle model is superior to the vehicle model matched with the hub motor in the aspects of off-road controllability, stability, trafficability and the like.
In the related art, in most of middle-placed motors, a one-way clutch of a motor power assisting part is arranged on an intermediate gear of a gear transmission assembly, the arrangement increases the overall size of the intermediate gear, and the structure and the assembly form of the intermediate gear are more complicated.
Referring to fig. 2 to 7, how the mid-motor 100 and the electric bicycle according to the embodiment of the present invention solve the above problems will be described.
Referring to fig. 2 and 3, it can be understood that the mid-motor 100 according to the embodiment of the present invention includes a housing 101, a crank shaft 102, a power take-off 201, a motor 202, a gear reduction mechanism 203, a first one-way clutch 204, and a second one-way clutch 205, and the housing 101 is configured to be fixedly connected to the frame 103 so as to ensure stability of the entire mid-motor 100.
The crank shaft 102 is inserted into the housing 101 and is rotatably connected with the housing 101, the crank shaft 102 is used for connecting a pedal crank 105, and the pedal crank 105 is connected with a pedal 106. The first one-way clutch 204 is provided between the power output member 201 and the crank shaft 102. When a rider steps on the pedal 106, the pedal crank 105 drives the crank shaft 102 to rotate, the first one-way clutch 204 works, and manpower is transmitted to the power output part 201 through the first one-way clutch 204, so that the power of the pedal is transmitted to the wheel 104, and finally the wheel 104 is driven to rotate.
The motor 202 is fixedly connected to the housing 101, so that the motor 202 stably provides power to achieve the assisting effect. The gear reduction mechanism 203 is connected to the output of the motor 202, and the second one-way clutch 205 is provided between the output and the power output member 201. The power of the motor 202 is transmitted to the gear reduction mechanism 203, and the second one-way clutch 205 operates, so that the power of the motor 202 is transmitted to the wheels 104, and finally the wheels 104 are driven to rotate.
In addition, by using the first one-way clutch 204, in the case that the motor 202 outputs power and the rider does not step on the pedal, the phenomenon that the crank shaft 102 causes magnetic resistance or mechanical resistance to the gear reduction mechanism 203 is eliminated, so that it is ensured that additional resistance to the motor 202 is not increased when the rider does not step on the pedal. By using the second one-way clutch 205, when the motor 202 stops operating, the phenomenon that the motor 202 and the gear reduction mechanism 203 cause magnetic resistance or mechanical resistance to the crank shaft 102 is eliminated, and further, when the motor 202 does not assist, it is ensured that extra resistance to a rider is not increased.
It can be understood that the crankshaft 102 is driven by manpower to rotate in the forward direction, and meanwhile, when the motor 202 does not provide assistance to the power output part 201, the crankshaft 102 can drive the first one-way clutch 204 to work, the manpower is transmitted to the power output part 201 through the first one-way clutch 204, at the moment, the second one-way clutch 205 idles, the manpower does not influence the gear reduction mechanism 203, and the power output part 201 is driven to rotate by manpower pedaling. In addition, when the rider stops pedaling or rotates the pedal plate 106 in the reverse direction, the crank shaft 102 rotates in the reverse direction with respect to the first one-way clutch 204, that is, the crank shaft 102 does not transmit power to the power output member 201. In addition, when the motor 202 outputs power and the riding personnel do not pedal, the motor 202 rotates in the positive direction and is delivered to the power output part 201, the first one-way clutch 204 idles, and the motor 202 does not influence the crank shaft 102. That is, when the crank shaft 102 is rotated in the forward direction by the manual power, the power is supplied to the power output member 201 through the first one-way clutch 204, and when the crank shaft 102 is rotated in the reverse direction or is not rotated relatively, the crank shaft 102 and the first one-way clutch 204 rotate relatively, that is, the crank shaft 102 does not transmit resistance to the power output member 201.
It is understood that when the motor 202 rotates in the forward direction, the power take-off 201 can be rotated in the forward direction by the second one-way clutch 205. In addition, when the crankshaft 102 drives the power output member 201 to rotate and the motor 202 does not provide assistance to the power output member 201, the second one-way clutch 205 idles, that is, the power output member 201 can rotate relative to the second one-way clutch 205, and the rotation of the crankshaft 102 is not affected. When the rotation direction of the motor 202 with respect to the second one-way clutch 205 is reversed, the motor 202 does not transmit power to the pto 201 at this time either. That is, the motor 202 provides assist force to the power output member 201 through the second one-way clutch 205 when rotating in the forward direction with respect to the second one-way clutch 205, and the motor 202 and the second one-way clutch 205 rotate relatively when the motor 202 rotates in the reverse direction or does not rotate relatively with respect to the second one-way clutch 205, that is, the motor 202 does not transmit resistance force to the power output member 201.
It should be noted that when the crank shaft 102 rotates in the forward direction and/or the motor 202 rotates in the forward direction and drives the power output member 201, the electric bicycle is in the forward traveling state.
Referring to fig. 3, it can be understood that the casing 101 includes a first housing 206, a second housing 207, a first end cap 208, and a second end cap 209. The material of the casing 101 may be aluminum alloy, magnesium alloy, or magnesium aluminum alloy. The first end cover 208 is located at the left rear position of the first housing 206, so that a first cavity for accommodating the motor 202 is defined by the left rear portion of the first housing 206 and the first end cover 208 together, the second end cover 209 is located at the left half portion of the second housing 207 and located between the first housing 206 and the second housing 207, a second cavity for accommodating the gear reduction mechanism 203 is defined by the second end cover 209 and the second housing 207 together, the crank shaft 102 penetrates through the first housing 206 and the second housing 207, the first one-way clutch 204 is located at one end of the crank shaft 102 close to the first housing 206, and the second one-way clutch 205 is located at one end of the crank shaft 102 close to the second housing 207. The first end cover 208 and the first housing 206 are fixed to each other by bolts, the second end cover 209 and the second housing 207 are fixed to each other by bolts, and the first housing 206 and the second housing 207 are fixed to each other by bolts. A seal is disposed between the first housing 206 and the second housing 207, and is sealed from each other by the seal. The sealing element is a plane sealing element, and the material of the sealing element is non-metal material.
It will be appreciated that motor 202 is in the form of an outer stator inner rotor, including stator assembly 235, rotor assembly 236. A stator assembly 235 is disposed within the first housing 206, a rotor assembly 236 is disposed within an inner circumference of the stator assembly 235, and the rotor assembly 236 is coupled to the gear reduction mechanism 203. The wire winding of stator module 235 usually adopts circle wire winding, and circle wire winding's wire winding groove filling rate is lower, and under the unchangeable condition of stator module 235 volume, the power density and the efficiency of putting motor 100 in are all lower, and this kind of put motor 100 in and use in electric bicycle for the duration of battery consumption, therefore have very big demand to the promotion of motor 202 efficiency.
It can be understood that stator module 235 includes winding and stator core, stator core generally adopts the silicon steel sheet to cut and forms, the silicon steel sheet that will cut out processes the stator core of coiling formula, in order to improve the utilization ratio of silicon steel sheet, need design the piece in advance when cutting and cut the mode, if stator core's tooth portion is provided with tooth boots, when cutting stator core, must go to design the piece according to tooth boots and cut the mode, but no matter how optimize, under the condition that has tooth boots, the material utilization ratio of silicon steel sheet also can only reach 70% at most, hardly further promote. The stator core of the embodiment of the invention adopts the tooth part without the tooth shoe, optimizes the splicing and cutting mode and further improves the material utilization rate of the silicon steel sheet.
The tooth part is arranged to be in the shape of straight teeth, the winding does not need to be wound on the tooth part, the winding can be completed by a tool outside, the operation space is large, and the full rate of the winding slot can be effectively improved. In addition, the winding adopts the aluminium wire of non-circular cross section, for example the aluminium wire of square cross section, and the tooth adopts straight tooth shape structure, for example the cross section of tooth is the same for square, and the aluminium wire of winding matches the shape of tooth, and the aluminium wire is closely laminated at the outer wall of tooth for the arrangement of aluminium wire is more inseparable, therefore has improved stator module 235's wire winding groove filling factor. Therefore, the motor 202 adopts a flat wire process, the power density and the efficiency of the middle motor 100 are improved under the condition that the volume of the stator assembly 235 is not changed, and the middle motor 100 is applied to an electric vehicle, so that the endurance of the electric vehicle is improved.
Referring to fig. 3, it is understood that the gear reduction mechanism 203 is a parallel shaft type reduction gear set disposed in parallel with the crank shaft 102 in the housing 101, and may be a two-stage reduction gear set or a three-stage reduction gear set according to different speed ratio requirements.
Referring to fig. 3, it can be appreciated that the gear reduction mechanism 203 is a three-stage reduction gear set including an input shaft 210, an input gear 211, a first countershaft 212, a primary driven gear 213, a secondary drive gear 214, a second countershaft 215, a secondary driven gear 216, a tertiary drive gear 217, an output shaft 218, an output gear 219, and sets of bearings. The input shaft 210 rotates together with the rotor assembly 236 and is arranged in parallel with respect to the axis of the crank shaft 102, and the input gear 211 is arranged on the input shaft 210. A first intermediate shaft 212 is arranged in parallel with respect to the axis of the crank shaft 102, a primary driven gear 213 is arranged on the first intermediate shaft 212, is meshed with the input gear 211, and has a larger number of teeth than the input gear 211, and a secondary driving gear 214 is arranged on the first intermediate shaft 212. A second intermediate shaft 215 is arranged in parallel with respect to the axis of the crank shaft 102, a secondary driven gear 216 is arranged on the second intermediate shaft 215, is engaged with the secondary driving gear 214, and has a larger number of teeth than the secondary driving gear 214, and a tertiary driving gear 217 is arranged on the second intermediate shaft 215. An output shaft 218 rotates coaxially with the pto 201, and an output gear 219 is disposed on the output shaft 218, meshes with the third drive gear 217, and has a larger number of teeth than the third drive gear 217. The multiple bearing sets support the input shaft 210, the first intermediate shaft 212, the second intermediate shaft 215, and the output shaft 218 so as to be rotatable about their axes.
It is understood that the material of the gear reduction mechanism 203 may be all steel. The primary driven gear 213 and the secondary driven gear 216 can also be made of steel and plastic material, and can adopt a plastic-coated structure or a nested structure.
It is understood that the input gear 211 and the input shaft 210 may be a unitary structure, the first intermediate shaft 212 and the secondary driving gear 214 may be a unitary structure, the primary driven gear 213 may be fixed to the first intermediate shaft 212 by spline or interference fit, the second intermediate shaft 215 and the tertiary driving gear 217 may be a unitary structure, the secondary driven gear 216 may be fixed to the second intermediate shaft 215 by spline or interference fit, and the output gear 219 and the output shaft 218 may be a unitary structure. The input shaft 210 and the rotor assembly 236 may be coupled together by way of splines or an interference fit.
It will be appreciated that when the gear reduction mechanism 203 is a two-stage reduction gear set, the two-stage reduction gear set includes an input shaft 210, an input gear 211, a first intermediate shaft 212, a primary driven gear 213, a secondary drive gear 214, an output shaft 218, an output gear 219, and sets of bearings.
It can be understood that the overall size of the output gear 219 is larger than that of the first-stage driven gear 213 and the second-stage driven gear 216, therefore, the diameter of the inner hole 602 of the output shaft 218 can also be made larger than the shaft hole diameters of the first intermediate shaft 212 and the second intermediate shaft 215, the second one-way clutch 205 is arranged in the inner hole 602 of the output shaft 218, the space of the inner hole 602 of the output shaft 218 can be effectively utilized, and the overall size of the first-stage driven gear 213 and the second-stage driven gear 216 can be reduced, so that the overall size of the gear transmission assembly can be reduced.
Referring to fig. 3, it can be understood that the plurality of sets of bearings include a first bearing 220, a second bearing 221, and a third bearing 222, the first bearing 220 is fixed to the second housing 207, and the first bearing 220 is disposed on a different side from the motor 202 in the axial direction of the input shaft 210, that is, the first bearing 220 is disposed on the front side of the input shaft 210. The second bearing 221 is fixed to the input shaft 210, and the second bearing 221 is arranged on the same side as the motor 202 in the axial direction of the input shaft 210, that is, the second bearing 221 is arranged on the rear side of the input shaft 210. The third bearing 222 is fixed to the input shaft 210, and the third bearing 222 is arranged between the first bearing 220 and the second bearing 221 in the axial direction of the input shaft 210. In the related art, two support bearings are generally arranged at two ends of a shaft where the motor 202 outputs, and no auxiliary support is arranged at the middle part of the shaft where the motor 202 outputs, so that the shaft where the motor 202 outputs bears a large bending moment, which is not beneficial to control of vibration noise. The shaft on which the motor 202 outputs is provided with two support bearings and an auxiliary support bearing, namely, the two ends of the input shaft 210 are respectively provided with the first bearing 220 and the second bearing 221, the first bearing 220 and the second bearing 221 are used as the support bearings, the middle part of the input shaft 210 is provided with the third bearing 222, and the third bearing 222 is used as the auxiliary support bearing, so that the motor 202 can be well supported, the support is provided for gear transmission, and the control of vibration noise is facilitated.
The second bearing 221 and the third bearing 222 may be ball bearings, and the first bearing 220 may be a needle bearing or a cylindrical roller bearing. The second and third bearings 221 and 222 may stably support the rotation of the input shaft 210 and the rotor assembly 236, while the first bearing 220 may stably support the rotation of the input gear 211.
Referring to fig. 3, it can be understood that the centrally-mounted motor 100 further includes an electrical control assembly 223 and an angle sensor magnetic ring 224, the angle sensor magnetic ring 224 is disposed on the gear reduction mechanism 203, rotates with the rotor assembly 236, and is matched with an angle sensor on the electrical control assembly 223 for detecting the rotation speed and position of the motor 202. The electric control unit 223 is disposed on the circumference of the input shaft 210 and the crank shaft 102, and controls the motor 202.
Referring to fig. 3 to 5, it can be understood that the mid-motor 100 further includes a transmission assembly, the power take-off 201 is connected to the crank shaft 102 through the transmission assembly, the transmission assembly is disposed in the housing 101, the transmission assembly is disposed at one end of the crank shaft 102 and at a side away from the driving sprocket 108, and the transmission assembly is rotatable around the crank shaft 102. Wherein the transmission assembly comprises a first one-way clutch 204, a step frequency and step direction sensor 225 and a torque detection device 226, the first one-way clutch 204 is arranged at one end of the transmission assembly and is connected with the crank shaft 102 in the casing 101; a step-frequency and step-direction sensor 225 is disposed at one end of the transmission assembly, connected to the first one-way clutch 204 within the housing 101, for detecting the rotational speed and the direction of rotation of the crank shaft 102; a torque detecting device 226 is disposed at the other end of the transmission assembly, which is connected with the first one-way clutch 204 inside the housing 101, for detecting the torque generated on the crank shaft 102.
Specifically, the first one-way clutch 204 is disposed on the transmission assembly on a side farther from the drive sprocket 108 than the torque detecting means 226, the drive sprocket 108 is on a side where the power output member 201 is located, and the first one-way clutch 204 transmits the rotational force of the crank shaft 102 in the first rotational direction (the direction in which the electric assist bicycle is advanced) to the drive sprocket 108 without transmitting the rotational force of the crank shaft 102 in the direction opposite to the first rotational direction to the drive sprocket 108. The first one-way clutch 204 may be connected with the crank shaft 102 and the torque detecting device 226 through splines.
The step-on/step-off sensor 225 includes a detecting member 227 and a target member 228, the target member 228 being disposed on the first one-way clutch 204 on a side closer to the torque detecting device 226, the target member 228 being disposed at a different position in the axial direction of the crank shaft 102 from the torque detecting device 226, the target member 228 being rotatable together with the crank shaft 102; the detecting member 227 is disposed on the torque detecting device 226, which is disposed on the side of the target member 228, for detecting the rotational speed and direction of rotation of the target member 228.
The torque detection device 226 comprises a torque sensing sleeve 229 and a torque sensor 230, the torque sensing sleeve 229 rotates together with the crankshaft 102, a strain gauge 231 is arranged on the torque sensing sleeve 229, and the strain gauge 231 can respond to the deformation of the torque sensing sleeve 229; the torque sensor 230 is disposed at an outer circumference of the torque sensing sleeve 229 to detect a torque on the torque sensing sleeve 229. The torque detection device 226 further includes a shielding cover 232, and the shielding cover 232 is disposed on the outer circumference of the torque sensing sleeve 229 and is used for shielding the interference of external signals to the torque sensor 230 and ensuring the signal detection accuracy.
The first one-way clutch 204 includes a first inner ring, a first clutch assembly and a first outer ring, the first outer ring is fixedly connected with the crankshaft 102, the first clutch assembly is located between the first inner ring and the first outer ring, the torque sensing sleeve 229 is connected with the first inner ring and the power output member 201, and the torque sensor 230 is fixed to the housing 101. The first one-way clutch 204 is placed at the front end of the power output path, and does not need to drive many parts to rotate together when the crankshaft 102 rotates reversely, so that the inertia is small. That is, only the first outer race rotates with the crankshaft 102 when the crankshaft 102 is rotating in reverse, while the first inner race and the torque sleeve 229 may be stationary.
The torque sensor 230 includes a coil fixing base 233, the coil fixing base 233 is disposed at an outer circumference of the torque induction housing 229, the coil fixing base 233 is fixed to the case 101, and the coil fixing base 233 is provided with an induction coil 237. The target member 228 is fixed to the first outer ring, and the detection member 227 is fixed to the coil fixing base 233. The coil fixing base 233, other components of the torque sensor 230, and the shield 232 are fixed to the first housing 206 and may be in a stationary state.
One end of the pto 201 mounts the drive sprocket 108, and the pto 201 and the drive sprocket 108 form part of an output assembly. The output assembly is disposed at an end of the crank shaft 102 remote from the drive assembly and is rotatable about the crank shaft 102. The power take-off 201 is arranged coaxially with the crankshaft 102, and has one end connected to the torque-sensitive sleeve 229 by splines and the other end connected to the drive sprocket 108 by splines, and is supported on the housing 101 by bearings on the side thereof closer to the drive sprocket 108.
The crank shaft 102 penetrates the housing 101, and the crank shaft 102 is arranged in parallel with the motor 202. The crankshaft 102 extends through the transmission assembly and the pto 201. The crank shaft 102 is connected with the transmission assembly through a spline, and transmits power driven by manpower to a driving chain wheel 108; supported on the housing 101 by bearings on its side remote from the sprocket 108.
Referring to fig. 3, it can be understood that the fourth bearings 234 are disposed at both ends of the second one-way clutch 205 to support the output shaft 218 such that the output shaft 218 can rotate about the axial center of the power output member 201. The fourth bearing 234 may be a needle bearing, a cylindrical roller bearing, or a ball bearing; in the embodiment shown in fig. 7, the fourth bearing 234 is a needle bearing, the inner bore 602 of the output shaft 218 serves as an outer raceway of the fourth bearing 234, the outer circumference of the power output member 201 serves as an inner raceway of the fourth bearing 234, and the rolling assembly 603 of the fourth bearing 234 is arranged between the output shaft 218 and the power output member 201, so that the fourth bearing 234 does not need to be provided with an inner steel ring and an outer steel ring separately, and the overall size of the gear transmission assembly can be reduced.
It is understood that the second one-way clutch 205 may be a sprag-type one-way clutch, or may be a roller-type one-way clutch; fig. 6 and 7 show an embodiment in which the second one-way clutch 205 is a sprag type one-way clutch which can transmit the rotational force of the output shaft 218 clockwise as shown to the power output member 201 and which cannot transmit the rotational force of the power output member 201 counterclockwise as shown to the output shaft 218, so that the reverse dragging of the motor 202 by the output shaft 218 via the gear reduction mechanism 203 when the electric bicycle runs in the reverse direction can be avoided.
Referring to fig. 7, it is understood that the second one-way clutch 205 is a sprag type one-way clutch, the second one-way clutch 205 includes a second inner race, a second clutch pack 601 and a second outer race, the power output member 201 is configured as the second inner race, i.e., inner race, the output shaft 218 is configured as the second outer race, i.e., outer race, and the second clutch pack 601 includes a cage, sprags, and the like. That is, the inner race and the outer race are reduced as compared with a general one-way clutch, and the overall size of the gear transmission assembly can be reduced.
The electric bicycle according to the embodiment of the present invention includes the center motor 100 according to all the embodiments described above, and therefore, all the advantages of the electric bicycle are also provided, and the description thereof is omitted.
The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of those skilled in the art without departing from the gist of the present invention.
Claims (12)
1. Put motor, its characterized in that includes:
a housing;
a crank shaft rotatably coupled to the housing;
a power take-off connected to the crankshaft through a transmission assembly, the transmission assembly including a first one-way clutch;
a motor mounted within the housing;
the gear reduction mechanism is connected to the output end of the motor and comprises an output shaft and an output gear, the output gear is arranged on the output shaft, the output shaft is provided with an inner hole, and the power output part is arranged in the inner hole in a penetrating mode;
a second one-way clutch connecting the output shaft and the power output member;
the second one-way clutch comprises a second inner ring, a second clutch assembly and a second outer ring, the second clutch assembly is located in the inner hole, part of the power output part is configured to be the second inner ring, and part of the output shaft is configured to be the second outer ring.
2. The mid-motor set as in claim 1, wherein the first one-way clutch includes a first inner ring, a first clutch assembly and a first outer ring, the first outer ring is fixedly connected to the crankshaft, the first clutch assembly is located between the first inner ring and the first outer ring, the transmission assembly includes a torque detection device, the torque detection device includes a torque sensing sleeve and a torque sensor, the torque sensing sleeve is connected to the first inner ring and the power output member, and the torque sensor is fixed to the housing.
3. The center-mounted motor according to claim 2, wherein the torque detection means includes a shield cover provided on an outer periphery of the torque sensor.
4. The mid-motor set as defined in claim 2, wherein the torque sensor includes a coil holder fixed to the housing, and the coil holder is provided with an induction coil.
5. The center-mounted motor according to claim 4, wherein the center-mounted motor includes a step-frequency step-direction sensor, the step-frequency step-direction sensor includes a detection member and a target member, the target member is fixed to the first outer ring, and the detection member is fixed to the coil fixing base.
6. The mid-motor set forth in claim 1, wherein the gear reduction mechanism includes an input shaft and an input gear, the motor including a rotor assembly, the input gear and the rotor assembly being mounted to the input shaft.
7. The mid-set motor according to claim 6, wherein a first bearing, a second bearing and a third bearing are provided on the input shaft, the input gear is located between the first bearing and the third bearing, and the rotor assembly is located between the second bearing and the third bearing.
8. The center-mounted motor according to claim 1, wherein the gear reduction mechanism is a two-stage reduction gear set or a three-stage reduction gear set.
9. The mid-mount motor according to claim 1, wherein the motor includes a stator assembly including windings using wires having a non-circular cross-section.
10. The center-mounted motor according to claim 1, characterized by comprising an angle sensor for detecting a rotation speed of the motor, the angle sensor being disposed at the gear reduction mechanism.
11. The mid-motor set as defined in claim 1, wherein the power take-off member is provided with a fourth bearing which is located at an end side of the second one-way clutch and supports the output shaft, the fourth bearing including an outer race, a rolling element, and an inner race, part of the power take-off member being configured as the inner race, and part of the output shaft being configured as the outer race.
12. An electric bicycle comprising the mid-motor set forth in any one of claims 1 to 11.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210907717.9A CN115042908A (en) | 2022-07-29 | 2022-07-29 | Mid-set motor and electric bicycle |
| PCT/CN2023/094854 WO2024021788A1 (en) | 2022-07-29 | 2023-05-17 | Mid-drive motor and electric bicycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210907717.9A CN115042908A (en) | 2022-07-29 | 2022-07-29 | Mid-set motor and electric bicycle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115042908A true CN115042908A (en) | 2022-09-13 |
Family
ID=83168122
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210907717.9A Pending CN115042908A (en) | 2022-07-29 | 2022-07-29 | Mid-set motor and electric bicycle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN115042908A (en) |
| WO (1) | WO2024021788A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024021884A1 (en) * | 2022-07-29 | 2024-02-01 | 广东威灵电机制造有限公司 | Mid-drive electric motor and electric vehicle |
| WO2024021788A1 (en) * | 2022-07-29 | 2024-02-01 | 广东威灵电机制造有限公司 | Mid-drive motor and electric bicycle |
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| WO2024021788A1 (en) * | 2022-07-29 | 2024-02-01 | 广东威灵电机制造有限公司 | Mid-drive motor and electric bicycle |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2024021788A1 (en) | 2024-02-01 |
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