CN115042908B - Middle motor and electric bicycle - Google Patents
Middle motor and electric bicycle Download PDFInfo
- Publication number
- CN115042908B CN115042908B CN202210907717.9A CN202210907717A CN115042908B CN 115042908 B CN115042908 B CN 115042908B CN 202210907717 A CN202210907717 A CN 202210907717A CN 115042908 B CN115042908 B CN 115042908B
- Authority
- CN
- China
- Prior art keywords
- motor
- gear
- bearing
- assembly
- way clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000009467 reduction Effects 0.000 claims abstract description 39
- 230000007246 mechanism Effects 0.000 claims abstract description 28
- 230000005540 biological transmission Effects 0.000 claims abstract description 23
- 238000001514 detection method Methods 0.000 claims description 18
- 238000004804 winding Methods 0.000 claims description 13
- 230000006698 induction Effects 0.000 claims description 8
- 238000005096 rolling process Methods 0.000 claims description 6
- 230000000149 penetrating effect Effects 0.000 abstract description 2
- 239000000463 material Substances 0.000 description 8
- 229910000976 Electrical steel Inorganic materials 0.000 description 6
- 229910052782 aluminium Inorganic materials 0.000 description 5
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 230000010354 integration Effects 0.000 description 3
- 238000007789 sealing Methods 0.000 description 3
- 229910000838 Al alloy Inorganic materials 0.000 description 2
- 239000000306 component Substances 0.000 description 2
- 229910000861 Mg alloy Inorganic materials 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- SNAAJJQQZSMGQD-UHFFFAOYSA-N aluminum magnesium Chemical compound [Mg].[Al] SNAAJJQQZSMGQD-UHFFFAOYSA-N 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 229910052755 nonmetal Inorganic materials 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000012827 research and development Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- 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
-
- 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
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a centrally-mounted motor and an electric bicycle with the centrally-mounted motor, wherein the centrally-mounted motor comprises: the device comprises a shell, a crank shaft, a power output piece, a motor, a gear reduction mechanism and a second one-way clutch; the power output piece is connected to the crank shaft through a transmission assembly, and the transmission assembly comprises a first one-way clutch; the gear reduction 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 piece is arranged in the inner hole in a penetrating way; the second one-way clutch is connected with the output gear and the power output piece; 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 is not required to be increased additionally, and the power output piece and the output shaft are respectively used as a second inner ring and a 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 centrally-mounted motor and an electric bicycle.
Background
In the related art, in a power-assisted electric bicycle, how to achieve small volume and large power, and the perfect integration of an electric power-assisted core component into a bicycle frame are always important points of design and research and development. In the related art, the one-way clutch of the motor power assisting part in the central motor is arranged on the gear transmission assembly, and the arrangement enlarges the whole size of the gear, and the structure and the assembly form are complex.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides a centrally-mounted motor which can reduce the overall size of a gear transmission assembly.
The invention also provides an electric bicycle with the centrally-mounted motor.
An electric center motor according to an embodiment of the first aspect of the present invention includes: the device comprises a shell, a crank shaft, a power output piece, a motor, a gear reduction mechanism and a second one-way clutch; the crankshaft is rotatably connected to the housing; the power take-off is connected to the crankshaft through a transmission assembly comprising 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 piece is arranged in the inner hole in a penetrating manner; the second one-way clutch connects the output gear and the power take-off; the second one-way clutch comprises a second inner ring, a second clutch assembly and a second outer ring, wherein the second clutch assembly is positioned in the inner hole, part of the power output piece is configured as the second inner ring, and part of the power output piece is configured as the second outer ring.
The centrally-mounted motor provided by the embodiment of the invention has at least the following beneficial effects: the whole size of the output gear is the largest of all gears of the gear reduction mechanism, the second one-way clutch is arranged in an inner hole of the output shaft, the inner hole space of the output shaft can be reasonably utilized, the size of the gear is not required to be increased additionally, the power output piece and the output shaft are respectively used as a second inner ring and a second outer ring of the second one-way clutch, namely, compared with a common one-way clutch, the whole size of the gear transmission assembly can be reduced by reducing the inner ring and the outer ring.
According to some embodiments of the invention, the first one-way clutch comprises a first inner race, a first clutch assembly and a first outer race, the first outer race is fixedly connected with the crank shaft, the first clutch assembly is positioned between the first inner race and the first outer race, the transmission assembly comprises a torque detection device, the torque detection device comprises a torque sensing sleeve and a torque sensor, the torque sensing sleeve is connected with the first inner race and the power output piece, and the torque sensor is fixed on the housing.
According to some embodiments of the invention, the torque detection device includes a shield cover disposed about an outer periphery of the torque sensor.
According to some embodiments of the invention, the torque sensor comprises a coil holder, the coil holder being fixed to the housing, and the coil holder being provided with an induction coil.
According to some embodiments of the invention, the central motor comprises a step-frequency step-up sensor comprising a detection member and a target member, the target member being fixed to the first outer ring, the detection member being fixed to the coil holder.
According to some embodiments of the invention, 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.
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 secondary reduction gear set or a tertiary reduction gear set.
According to some embodiments of the invention, the motor comprises a stator assembly comprising windings employing wires having a non-circular cross-section.
According to some embodiments of the invention, the mid-motor comprises an angle sensor for detecting the rotational speed of the motor, the angle sensor being arranged 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 assembly and an inner race, a portion of the power take-off being configured as the inner race and a portion of the output shaft being configured as the outer race.
An electric bicycle according to an embodiment of the second aspect of the present invention includes a center motor according to an embodiment of the first aspect of the present invention.
The electric bicycle provided by the embodiment of the invention has at least the following beneficial effects: by adopting the centrally-mounted motor of 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 piece and the output shaft are respectively configured 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.
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 accompanying drawings 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 center motor according to an embodiment of the present invention;
FIG. 3 is a cross-sectional view A-A of the center motor shown in FIG. 2;
FIG. 4 is a schematic illustration of the gear reduction mechanism and transmission assembly shown in FIG. 3;
FIG. 5 is a B-B cross-sectional view shown in FIG. 4;
FIG. 6 is a C-C cross-sectional view shown in FIG. 4;
Fig. 7 is an exploded view of the power take-off, the second one-way clutch and the 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 three-stage 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 pedal frequency pedal sensor; 226. a torque detecting device; 227. a detection section; 228. a target component; 229. a torque induction sleeve; 230. a torque sensor; 231. a strain gage; 232. a shield; 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. a rolling assembly.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
In the description of the present invention, it should be understood that references to orientation descriptions such as upper, lower, front, rear, left, right, etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of description of the present invention and to simplify the description, and do not indicate or imply that the apparatus or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present invention.
In the description of the present invention, a number means one or more, a number means two or more, and greater than, less than, exceeding, etc. are understood to not include the present number, and above, below, within, etc. are understood to include the present number. The description of the first and second is for the purpose of distinguishing between technical features only and should not be construed 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 explicitly defined otherwise, terms such as arrangement, installation, connection, etc. should be construed broadly and the specific meaning of the terms in the present invention can be reasonably determined by a person skilled in the art in combination with the specific contents of the technical scheme.
The utility model provides a helping hand electric bicycle, is a novel two-wheeled vehicle, belongs to a bicycle to the battery is as auxiliary power source, installs the motor to possess power auxiliary system, can realize the novel vehicle of manpower riding and motor helping hand integration.
In the field of power-assisted electric bicycles, the motor mounting position is mainly divided into two types, one is a middle motor, namely, a motor mounted at the middle position of a vehicle body, namely, a motor at a five-way position, and the motor is called a middle motor. Referring to fig. 1, it can be understood that the electric bicycle includes a frame 103, wheels 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 with the frame 103 and connected with a rear wheel through the chain 107 to transmit power, while pedals 106 are installed at both sides of the center motor 100, and a rider can realize a manual riding through the pedals without power of the center motor 100, with no difference between resistance and a normal bicycle.
The other is mounted in the hub of a bicycle, called the hub motor. Compared with the hub motor, the middle motor has larger advantages in the aspects of technology, performance and the like. For example, the centrally-mounted motor has the advantages that the front-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 born by the motor is smaller, and the unnecessary wire tube exposure can be reduced due to the ultra-high integration degree, so that the vehicle style with the hub motor is better than that with the hub motor in the aspects of off-road operability, stability, trafficability and the like.
In the related art, in most of centrally-mounted motors, a one-way clutch of a motor power assisting part is arranged on an intermediate gear of a gear transmission assembly, and the arrangement enlarges the whole size of the intermediate gear, so that the structure and the assembly form of the intermediate gear are more complex.
Next, with reference to fig. 2 to 7, how the center motor 100 and the electric bicycle according to the embodiment of the present invention solve the above-mentioned problems will be described.
Referring to fig. 2 and 3, it will be appreciated that the center 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, wherein the housing 101 is fixedly connected to a frame 103 so as to ensure stability of the entire center motor 100.
Crank shaft 102 is provided through housing 101 and is rotatably connected to housing 101, crank shaft 102 being adapted to be connected to pedal crank 105, pedal crank 105 being connected to pedal 106. The first one-way clutch 204 is disposed between the power take-off 201 and the crank axle 102. When a rider steps on the pedal 106, the crank shaft 102 is driven to rotate by the pedal crank 105, the first one-way clutch 204 works, and the manpower is transmitted to the power output piece 201 through the first one-way clutch 204, so that the pedaled power is transmitted to the wheels 104, and finally the wheels 104 are driven to rotate.
The motor 202 is fixedly connected to the housing 101 so that the motor 202 can stably provide power to achieve the effect of assisting force. 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 works, 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 where the motor 202 outputs power and the rider does not pedal, the phenomenon that the crank shaft 102 causes magnetic resistance or mechanical resistance to the gear reduction mechanism 203 is eliminated, thereby ensuring that the extra resistance to the motor 202 is not increased when the rider does not pedal. By using the second one-way clutch 205, when the motor 202 stops running, 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, so that no additional resistance to the rider is ensured to be increased when the motor 202 does not assist.
It can be appreciated that when the crankshaft 102 is driven to rotate forward by manpower and the motor 202 does not provide power to the power output member 201, the crankshaft 102 can drive the first one-way clutch 204 to work, the manpower is transmitted to the power output member 201 through the first one-way clutch 204, and at this time, the second one-way clutch 205 idles, the manpower does not affect the gear reduction mechanism 203, and the power output member 201 is driven to rotate by the manpower pedal. In addition, when the rider stops stepping on or rotates the foot pedal 106 in the reverse direction, the crank shaft 102 rotates in the reverse direction with respect to the first one-way clutch 204 at this time, that is, the crank shaft 102 does not transmit power to the power output member 201 at this time. In addition, when the motor 202 outputs power and the rider does not perform foot stepping, the motor 202 rotates in the forward direction and is delivered to the power output member 201, and the first one-way clutch 204 idles, and the motor 202 does not affect the crank shaft 102. That is, the power is supplied to the power take-off 201 through the first one-way clutch 204 when the manual power rotates the crank shaft 102 in the forward direction, and the crank shaft 102 and the first one-way clutch 204 rotate relatively when the manual power rotates the crank shaft 102 in the reverse direction or there is no relative rotation, that is, the crank shaft 102 does not transmit resistance to the power take-off 201.
It will be appreciated that the motor 202, when rotated in the forward direction, is able to rotate the power take-off 201 in the forward direction via the second one-way clutch 205. In addition, when the crank shaft 102 rotates the power output member 201 and the motor 202 does not provide the power output member 201 with the assist force, the second one-way clutch 205 is idle at this time, i.e., the power output member 201 can rotate relative to the second one-way clutch 205 at this time, without affecting the rotation of the crank shaft 102. When the motor 202 is reverse with respect to the rotational direction of the second one-way clutch 205, the motor 202 does not transmit power to the power output member 201 at this time either. That is, the motor 202 provides assistance to the power output member 201 through the second one-way clutch 205 when rotating in the forward direction relative 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 relative to the second one-way clutch 205 or do not rotate relatively, i.e., the motor 202 does not transmit resistance to the power output member 201.
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 state.
Referring to fig. 3, it is understood that the housing 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 an aluminum alloy, a magnesium alloy, or a magnesium aluminum alloy. The first end cover 208 is located at the left rear position of the first housing 206, so that the left rear portion of the first housing 206 and the first end cover 208 together enclose a first cavity for accommodating the motor 202, the second end cover 209 is located at the left half portion of the second housing 207 and is located between the first housing 206 and the second housing 207, the second end cover 209 and the second housing 207 together enclose a second cavity for accommodating the gear reduction mechanism 203, the crank shaft 102 penetrates 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 cap 208 and the first housing 206 are fixed to each other by bolts, the second end cap 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 arranged 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.
It will be appreciated that the motor 202 is in the form of an outer stator and inner rotor, including a stator assembly 235, a rotor assembly 236. A stator assembly 235 is disposed within the first housing 206, a rotor assembly 236 is disposed at an inner circumference of the stator assembly 235, and the rotor assembly 236 is coupled to the gear reduction mechanism 203. The winding of the stator assembly 235 generally adopts a round wire winding, the winding slot filling rate of the round wire winding is low, the power density and the efficiency of the center motor 100 are low under the condition that the volume of the stator assembly 235 is unchanged, and the center motor 100 is applied to an electric bicycle to accelerate the endurance of consumed batteries, so that great demands are made on the improvement of the energy efficiency of the motor 202.
It will be appreciated that the stator assembly 235 includes windings and a stator core, the stator core is generally formed by cutting silicon steel sheets, the cut silicon steel sheets are processed into a wound stator core, in order to improve the utilization rate of the silicon steel sheets, an assembly cutting mode needs to be designed in advance during cutting, if tooth parts of the stator core are provided with tooth shoes, the assembly cutting mode needs to be designed according to the tooth shoes during cutting the stator core, but in any case, the material utilization rate of the silicon steel sheets can only reach 70% at most under the condition of tooth shoes, and the material utilization rate of the silicon steel sheets is difficult to be further improved. The stator core provided by the embodiment of the invention adopts the tooth part of the toothless boot, optimizes the cutting mode of the splicing materials, and further improves the material utilization rate of the silicon steel sheet.
It can be understood that the tooth is set to straight tooth form, and the winding need not to wind on the tooth, can accomplish the wire winding in outside utilization frock, and operating space is big, can effectively improve the wire winding groove full rate. In addition, the winding adopts aluminum wires with non-circular cross sections, such as aluminum wires with square cross sections, and the tooth parts adopt straight tooth-shaped structures, such as the cross sections of the tooth parts are square, the aluminum wires of the winding are matched with the shapes of the tooth parts, and the aluminum wires are tightly attached to the outer walls of the tooth parts, so that the aluminum wires are more tightly distributed, and the winding slot filling rate of the stator assembly 235 is improved. Therefore, the motor 202 adopts a flat wire process, and under the condition that the volume of the stator assembly 235 is unchanged, the power density and efficiency of the middle motor 100 are improved, and the middle motor 100 is applied to an electric vehicle, so that the cruising ability of the electric vehicle is improved.
Referring to fig. 3, it will be appreciated that the gear reduction mechanism 203 is a parallel shaft type reduction gear set disposed in parallel with the crank shaft 102 within the housing 101, and may be a two-stage reduction gear set or a three-stage reduction gear set depending on different speed ratio requirements.
Referring to fig. 3, it is understood that the gear reduction mechanism 203 is a three-stage reduction gear set including an input shaft 210, an input gear 211, a first intermediate shaft 212, a first driven gear 213, a second driving gear 214, a second intermediate shaft 215, a second driven gear 216, a third driving gear 217, an output shaft 218, an output gear 219, and a plurality of bearing sets. The input shaft 210 rotates with the rotor assembly 236 and is disposed parallel to the axis of the crank shaft 102, with the input gear 211 disposed on the input shaft 210. The 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, meshes with the input gear 211, and has more teeth numbers than the input gear 211, and a secondary driving gear 214 is arranged on the first intermediate shaft 212. The second intermediate shaft 215 is disposed in parallel with respect to the axis of the crank shaft 102, the secondary driven gear 216 is disposed on the second intermediate shaft 215, meshes with the secondary driving gear 214, and has more teeth than the secondary driving gear 214, and the tertiary driving gear 217 is disposed on the second intermediate shaft 215. The output shaft 218 rotates coaxially with the power output member 201, and an output gear 219 is disposed on the output shaft 218, meshes with the three-stage drive gear 217, and has more teeth than the three-stage drive gear 217. The plurality of bearing sets rotatably support the input shaft 210, the first intermediate shaft 212, the second intermediate shaft 215, and the output shaft 218 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 may be made of steel and plastic material, and may be made of plastic-coated or nested.
It will be appreciated that the input gear 211 and the input shaft 210 may be integrally formed, the first intermediate shaft 212 and the second driving gear 214 may be integrally formed, the first driven gear 213 may be fixed on the first intermediate shaft 212 by a spline or an interference fit, the second intermediate shaft 215 and the third driving gear 217 may be integrally formed, the second driven gear 216 may be fixed on the second intermediate shaft 215 by a spline or an interference fit, and the output gear 219 and the output shaft 218 may be integrally formed. The input shaft 210 and the rotor assembly 236 may be coupled together by way of a spline or interference fit.
It will be appreciated that when the gear reduction mechanism 203 is a secondary reduction gear set, the secondary 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 multiple sets of bearing sets.
It will be appreciated that the overall size of the output gear 219 is greater than that of the primary driven gear 213 and the secondary driven gear 216, and therefore, the diameter of the inner bore 602 of the output shaft 218 can also be made larger than that of the first intermediate shaft 212 and the second intermediate shaft 215, and the second one-way clutch 205 is disposed in the inner bore 602 of the output shaft 218, so that the space of the inner bore 602 of the output shaft 218 can be effectively utilized, and the overall size of the primary driven gear 213 and the secondary driven gear 216 can be reduced, and thus the overall size of the gear transmission assembly can be reduced.
Referring to fig. 3, it is understood that the plurality of bearing groups 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, i.e., 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, i.e., 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 disposed between the first bearing 220 and the second bearing 221 in the axial direction of the input shaft 210. In the related art, two supporting bearings are generally arranged at two ends of a shaft where the motor 202 is output, and no auxiliary support is arranged at the middle part of the shaft where the motor 202 is output, so that the shaft where the motor 202 is output can bear a large bending moment, which is not beneficial to control of vibration noise. The motor 202 in the embodiment of the invention has two support bearings and an auxiliary support bearing arranged on the shaft, that is, 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 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 an auxiliary support bearing, so that the motor 202 can be well supported, 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 bearing 221 and the third bearing 222 may stably support the rotation of the input shaft 210 and the rotor assembly 236, while the addition of the first bearing 220 may stably support the rotation of the input gear 211.
Referring to fig. 3, it will be appreciated that the center motor 100 further includes an electrical control assembly 223 and an angle sensor magnet ring 224, the angle sensor magnet ring 224 being disposed on the gear reduction mechanism 203 for rotation with the rotor assembly 236 for sensing the rotational speed and position of the motor 202 in coordination with the angle sensor on the electrical control assembly 223. An electrical control assembly 223 is disposed about the circumference of the input shaft 210 and the crank shaft 102 for controlling the motor 202.
Referring to fig. 3 to 5, it will be appreciated that the center motor 100 further includes a transmission assembly through which the power take-off 201 is connected to the crank shaft 102, the transmission assembly being disposed within the housing 101, the transmission assembly being disposed at one end of the crank shaft 102 and at a side remote from the drive sprocket 108, the transmission assembly being rotatable about the crank shaft 102. Wherein the transmission assembly comprises a first one-way clutch 204, a pedal-frequency pedal-to-pedal sensor 225 and a torque detection device 226, the first one-way clutch 204 being arranged at one end of the transmission assembly, connected with the crank axle 102 within the housing 101; a pedal frequency pedal direction sensor 225 is disposed at one end of the transmission assembly, connected with the first one-way clutch 204 in the housing 101, for detecting the rotational speed and the steering direction 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 within the housing 101, for detecting torque generated on the crank axle 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 device 226, the drive sprocket 108 being located on a side where the power take-off 201 is located, and the first one-way clutch 204 transmits rotational force of the crank shaft 102 in a first rotational direction (a direction in which the electric assist vehicle advances) to the drive sprocket 108 without transmitting rotational force of the crank shaft 102 in a direction opposite to the first rotational direction to the drive sprocket 108. The first one-way clutch 204 may be splined to the crank shaft 102 and the torque detecting device 226.
The pedal frequency pedal direction sensor 225 includes a detection member 227 and a target member 228, the target member 228 being disposed on the first one-way clutch 204 and closer to the torque detection device 226 side, the target member 228 being disposed at a different position from the torque detection device 226 in the axial direction of the crank shaft 102, the target member 228 being rotatable together with the crank shaft 102; the detection member 227 is disposed on the torque detection device 226, which is disposed on the side of the target member 228, for detecting the rotational speed and direction in which the target member 228 rotates.
The torque detecting device 226 comprises a torque sensing sleeve 229 and a torque sensor 230, wherein the torque sensing sleeve 229 rotates together with the crank shaft 102, a strain gauge 231 is arranged on the torque sensing sleeve 229, and the strain gauge 231 can react to the deformation of the torque sensing sleeve 229; the torque sensor 230 is disposed at the outer circumference of the torque sensing sleeve 229 to detect torque on the torque sensing sleeve 229. The torque detecting device 226 further includes a shielding case 232, and the shielding case 232 is disposed on an outer circumference of the torque sensing sleeve 229 for shielding interference of external signals to the torque sensor 230, ensuring signal detection accuracy.
The first one-way clutch 204 includes a first inner race, a first clutch assembly and a first outer race, the first outer race is fixedly connected with the crank shaft 102, the first clutch assembly is located between the first inner race and the first outer race, the torque sensing sleeve 229 connects the first inner race and the power take-off 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 is not required to drive many parts to rotate together when the crankshaft 102 rotates in reverse, so that inertia is small. That is, when the crank axle 102 rotates in reverse, only the first outer race follows the crank axle 102 and the first inner race and torque-sensing sleeve 229 may be stationary.
The torque sensor 230 includes a coil holder 233, the coil holder 233 is disposed at an outer circumference of the torque induction sleeve 229, the coil holder 233 is fixed to the housing 101, and the coil holder 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 holder 233. The coil holder 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 power take-off 201 mounts the drive sprocket 108, and the power take-off 201 and the drive sprocket 108 become part of the take-off 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 crank shaft 102, and may be splined at one end to the torque sensing sleeve 229 and at the other end to the drive sprocket 108, and is supported on the housing 101 by bearings at its side 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 crank shaft 102 extends through the drive assembly and the power take-off 201. The crankshaft 102 is splined to the drive assembly to transmit manual power to the drive sprocket 108; on its side remote from the sprocket 108 is supported on the housing 101 by bearings.
Referring to fig. 3, it will be appreciated that the second one-way clutch 205 has fourth bearings 234 disposed at both ends thereof for supporting the output shaft 218 such that the output shaft 218 is rotatable 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 hole 602 of the output shaft 218 is used as an outer raceway of the fourth bearing 234, the outer circumference of the power output member 201 is used 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 is not required to be separately provided with an inner steel ring and an outer steel ring, and the overall size of the gear assembly can be reduced.
It will be appreciated that the second one-way clutch 205 may be a sprag one-way clutch or a roller one-way clutch; the second one-way clutch 205 in the embodiment shown in fig. 6 and 7 is a sprag one-way clutch, which can transmit the rotational force of the output shaft 218 clockwise in the drawing to the power output member 201, and which cannot transmit the rotational force of the power output member 201 counterclockwise in the drawing to the output shaft 218, so that the electric motor 202 is prevented from being pulled back by the output shaft 218 via the gear reduction mechanism 203 when the electric bicycle is running in the reverse direction.
Referring to fig. 7, it will be appreciated that the second one-way clutch 205 is a sprag one-way clutch, and that the second one-way clutch 205 includes a second inner race, a second clutch assembly 601, and a second outer race, the power take-off 201 being configured as a second inner race, i.e., an inner race, the output shaft 218 being configured as a second outer race, i.e., an outer race, the second clutch assembly 601 including a cage, sprags, and the like. That is, the reduction of the inner race and the outer race, as compared to a general one-way clutch, can reduce the overall size of the gear assembly.
The electric bicycle according to the embodiment of the present invention includes the center motor 100 of all the above embodiments, so that all the advantages thereof are also achieved, and the description thereof is omitted herein.
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 one of ordinary skill in the art without departing from the spirit of the present invention.
Claims (8)
1. Put motor, its characterized in that includes:
a housing;
A crank shaft rotatably connected to the housing;
A power take-off connected to the crankshaft through a drive assembly, the drive assembly including 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 piece penetrates through the inner hole;
a second one-way clutch;
The second one-way clutch comprises a second inner ring, a second clutch assembly and a second outer ring, wherein the second clutch assembly is positioned in the inner hole, the second clutch assembly is connected with the output shaft and the power output piece, part of the power output piece is configured as the second inner ring, and part of the output shaft is configured as the second outer ring; the first one-way clutch comprises a first inner ring, a first clutch assembly and a first outer ring, the first outer ring is fixedly connected with the crank shaft, the first clutch assembly is positioned between the first inner ring and the first outer ring, the transmission assembly comprises a torque detection device, the torque detection device comprises a torque induction sleeve and a torque sensor, the torque induction sleeve is connected with the first inner ring and the power output piece, and the torque sensor is fixed on the shell; the gear reduction mechanism comprises an input shaft and an input gear, the motor comprises a rotor assembly, and the input gear and the rotor assembly are mounted on the input shaft; the input shaft is provided with a first bearing, a second bearing and a third bearing, the input gear is positioned between the first bearing and the third bearing, and the rotor assembly is positioned between the second bearing and the third bearing; the middle motor is provided with a fourth bearing, the fourth bearing comprises an outer raceway, a rolling assembly and an inner raceway, the rolling assembly is located at the end side of the second clutch assembly and used for supporting the output shaft, the rolling assembly is connected with the output shaft and the power output piece, part of the power output piece is configured to be the inner raceway, and part of the output shaft is configured to be the outer raceway.
2. The center motor according to claim 1, wherein the torque detecting means includes a shield case provided on an outer periphery of the torque sensor.
3. The center motor of claim 1, wherein the torque sensor comprises a coil holder fixed to the housing, and the coil holder is provided with an induction coil.
4. A mid-motor as claimed in claim 3, comprising a step-on frequency step-on sensor comprising a detection member and a target member, the target member being fixed to the first outer race, the detection member being fixed to the coil holder.
5. The mid-motor of claim 1, wherein the gear reduction mechanism is a secondary reduction gear set or a tertiary reduction gear set.
6. The mid-motor of claim 1, wherein the motor comprises a stator assembly comprising windings using wires having a non-circular cross-section.
7. The center motor according to claim 1, characterized in that the center motor includes an angle sensor for detecting a rotational speed of the motor, the angle sensor being arranged at the gear reduction mechanism.
8. An electric bicycle comprising a centrally mounted motor as claimed in any one of claims 1 to 7.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210907717.9A CN115042908B (en) | 2022-07-29 | 2022-07-29 | Middle 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 CN115042908B (en) | 2022-07-29 | 2022-07-29 | Middle motor and electric bicycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115042908A CN115042908A (en) | 2022-09-13 |
| CN115042908B true CN115042908B (en) | 2024-07-23 |
Family
ID=83168122
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210907717.9A Active CN115042908B (en) | 2022-07-29 | 2022-07-29 | Middle motor and electric bicycle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN115042908B (en) |
| WO (1) | WO2024021788A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115149719A (en) * | 2022-07-29 | 2022-10-04 | 广东威灵电机制造有限公司 | Mid-motor and electric vehicle |
| CN115042908B (en) * | 2022-07-29 | 2024-07-23 | 广东威灵电机制造有限公司 | Middle motor and electric bicycle |
| CN116353756A (en) * | 2023-03-09 | 2023-06-30 | 深圳市兆威机电股份有限公司 | Multistage transmission structure, power device and electric bicycle |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1974258A (en) * | 2005-08-09 | 2007-06-06 | 日产自动车株式会社 | Driving force transmission device |
| CN105743279A (en) * | 2016-04-26 | 2016-07-06 | 苏州盛亿电机有限公司 | Compact central motor for electric bicycle |
| CN114221495A (en) * | 2021-12-16 | 2022-03-22 | 广东威灵电机制造有限公司 | Transmission assembly, motor and electric bicycle |
| CN114394191A (en) * | 2021-12-16 | 2022-04-26 | 广东威灵电机制造有限公司 | Power assisting device, middle-arranged motor and electric bicycle |
Family Cites Families (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3386314A (en) * | 1965-10-22 | 1968-06-04 | Ford Motor Co | Four-speed transmission and axle assembly |
| US4798103A (en) * | 1987-01-28 | 1989-01-17 | Chrysler Motors Corporation | Automatic transmission with add-on overdrive |
| TW446662B (en) * | 1996-07-09 | 2001-07-21 | Honda Motor Co Ltd | Motor controlling device for motor assisted bicycle |
| US6202499B1 (en) * | 1999-10-27 | 2001-03-20 | Brinn, Inc. | Automotive transmission |
| DE102004010806A1 (en) * | 2004-03-05 | 2005-09-22 | Daimlerchrysler Ag | Double clutch |
| US8226517B2 (en) * | 2009-08-10 | 2012-07-24 | Sun Race Sturmey-Archer, Inc. | Speed change mechanism |
| CN101764463B (en) * | 2010-03-04 | 2011-09-21 | 宁波北斗科技有限公司 | Center shaft type electromobile motor |
| CN201678014U (en) * | 2010-03-22 | 2010-12-22 | 黄艳 | Super-silent centrally-mounted power device for electric bicycle |
| DE102011077903A1 (en) * | 2011-06-21 | 2012-12-27 | Brose Fahrzeugteile Gmbh & Co. Kg, Coburg | Drive device for an electric bike |
| CN202574553U (en) * | 2012-04-11 | 2012-12-05 | 苏州工业园区同盛车业有限公司 | Electric power assisting device for bicycle |
| CN102632963A (en) * | 2012-04-11 | 2012-08-15 | 苏州工业园区同盛车业有限公司 | Electric power assisting device for bicycles |
| CN102745298B (en) * | 2012-07-11 | 2015-04-22 | 天津比沃科技有限公司 | Centrally-mounted drive system of electric bicycle |
| CN104953759B (en) * | 2015-06-30 | 2017-08-08 | 严振华 | The automobile-used variable deceleration of electrical salf-walking than built-in motor |
| CN209852516U (en) * | 2019-03-27 | 2019-12-27 | 新安乃达驱动技术（上海）股份有限公司 | Electric power-assisted bicycle and middle motor driving system thereof |
| CN210852778U (en) * | 2019-08-12 | 2020-06-26 | 苏州万佳电器有限公司 | Power-assisted bicycle and middle-arranged driving mechanism with load-reducing function |
| CN211663398U (en) * | 2019-12-28 | 2020-10-13 | 苏州万佳电器有限公司 | Middle-mounted driving device and bicycle with same |
| CN114408084A (en) * | 2021-12-16 | 2022-04-29 | 广东威灵电机制造有限公司 | Mid-set motor and electric bicycle |
| CN114408083A (en) * | 2022-02-24 | 2022-04-29 | 苏州盛亿电机有限公司 | High-stability middle-placed motor adopting planetary reduction mechanism |
| CN115042908B (en) * | 2022-07-29 | 2024-07-23 | 广东威灵电机制造有限公司 | Middle motor and electric bicycle |
-
2022
- 2022-07-29 CN CN202210907717.9A patent/CN115042908B/en active Active
-
2023
- 2023-05-17 WO PCT/CN2023/094854 patent/WO2024021788A1/en unknown
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1974258A (en) * | 2005-08-09 | 2007-06-06 | 日产自动车株式会社 | Driving force transmission device |
| CN105743279A (en) * | 2016-04-26 | 2016-07-06 | 苏州盛亿电机有限公司 | Compact central motor for electric bicycle |
| CN114221495A (en) * | 2021-12-16 | 2022-03-22 | 广东威灵电机制造有限公司 | Transmission assembly, motor and electric bicycle |
| CN114394191A (en) * | 2021-12-16 | 2022-04-26 | 广东威灵电机制造有限公司 | Power assisting device, middle-arranged motor and electric bicycle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115042908A (en) | 2022-09-13 |
| WO2024021788A1 (en) | 2024-02-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN115042908B (en) | Middle motor and electric bicycle | |
| US9199630B2 (en) | Transmission control system | |
| JP6802861B2 (en) | Bicycle mid-motor and electrically power assisted bicycle | |
| TW201634335A (en) | Drive assembly for a manually driven vehicle with an electric auxiliary drive, method for regulating a drive assembly of this type, and use | |
| US20140051548A1 (en) | Bicycle drive unit | |
| JPH10250673A (en) | Drive device for motor-assisted bicycle | |
| JP3645964B2 (en) | Torque transmission device for electrically assisted vehicle | |
| US20150336631A1 (en) | Bicycle drive unit | |
| US11548590B2 (en) | Drive unit and electrically assisted vehicle | |
| CN115459520A (en) | Hub motor and power-assisted electric bicycle | |
| US11643159B2 (en) | Electric power generator for human-powered vehicle | |
| US11661137B2 (en) | Drive unit and electrically assisted vehicle | |
| CN117657348A (en) | Middle-mounted power transmission mechanism of bicycle without changing five-way | |
| CN215883964U (en) | Hub torque sensing device and vehicle | |
| TW202225032A (en) | Hub assembly for human-powered vehicle | |
| CN111391959A (en) | Middle axle transmission mechanism of electric bicycle | |
| CN114683765B (en) | Hub assembly for a human powered vehicle | |
| CN220616080U (en) | Five-way middle motor pedal frequency sensor structure | |
| CN114684317B (en) | Electrical assembly for a human powered vehicle | |
| JP2003160089A (en) | Drive device for vehicle with auxiliary power | |
| CN220857821U (en) | Middle motor and electric bicycle | |
| EP3480103B1 (en) | Crank drive motor assembly for electric bicycle | |
| TWI848561B (en) | Centrally-arranged motor of an electrical power assist bicycle | |
| TWI813246B (en) | Power module of electric assisted bicycle | |
| WO2023236046A1 (en) | Power-assisted drive assembly |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |