CN214189986U - Chain transmission central wheel core driving electric drive automatic speed changing system - Google Patents
Chain transmission central wheel core driving electric drive automatic speed changing system Download PDFInfo
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- CN214189986U CN214189986U CN202023039606.6U CN202023039606U CN214189986U CN 214189986 U CN214189986 U CN 214189986U CN 202023039606 U CN202023039606 U CN 202023039606U CN 214189986 U CN214189986 U CN 214189986U
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Abstract
The utility model discloses a put formula wheel core drive electric drive automatic speed changing system in chain drive, including power input mechanism, drive wheel, set up at the epaxial speed reduction input mechanism of wheel outer jackshaft, through the wheel installation axle of chain drive subassembly with wheel outer jackshaft and set up the epaxial transmission mechanism of shifting of wheel installation, power input mechanism loops through speed reduction input mechanism, chain drive subassembly, wheel installation axle and the transmission mechanism of shifting and gives the drive wheel with power transmission. Scheme more than adopting, the reduction ratio has been increased to can adopt high-speed motor as the drive, motor efficiency has been improved, the continuation of the journey mileage has been increased, remain chain drive's mode simultaneously, can cushion the impact of two wheeler acceleration and deceleration, it vibrates the distance change that causes between the sprocket from top to bottom to reduce the suspension, and can realize that two keeps off shifts, not only make the electric two wheeler have powerful climbing and heavy load ability, make the motor be in on the high-efficient platform all the time moreover, further improved motor efficiency.
Description
Technical Field
The utility model relates to a two wheeler electric drive system technical field, concretely relates to put formula wheel core drive electric drive automatic transmission system in chain drive.
Background
The design structure of chain transmission has the advantages of simple structure, lightness, low cost and the like, and the final reduction ratio can be easily changed by replacing the chain wheel, so that the chain transmission is adopted by most two-wheeled vehicles. In addition, the chain can buffer the impact of vehicle acceleration and deceleration and can reduce the distance change between the chain wheels caused by the vertical oscillation of the suspension system.
The existing two-wheel vehicle electric drive system capable of shifting gears generally sets a power input mechanism (a motor and the like) and a speed reduction and shifting mechanism in the middle of the two-wheel vehicle (below a seat), and then directly drives wheels to rotate through a chain transmission assembly. The rotating speed of the motor is far higher than that of the internal combustion engine, so that the speed reducing mechanism is relatively complex and large in size. However, due to the structural characteristics of the two-wheeled vehicle, the installation space is extremely limited, and a speed reduction and gear shifting mechanism with a large speed reduction ratio is difficult to arrange, so that a high-rotation-speed motor cannot be adopted, the efficiency of the motor is always not ideal, and the endurance mileage is influenced. It is urgent to solve the above problems.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, the utility model provides a chain drive central wheel core drive electric drive automatic speed change system.
The technical scheme is as follows:
a chain transmission central wheel core driving electric drive automatic speed changing system is characterized by comprising a power input mechanism, a driving wheel, a speed reduction input mechanism arranged on an outer intermediate shaft of the wheel, a wheel mounting shaft connected with the outer intermediate shaft of the wheel through a chain transmission assembly and a gear shifting transmission mechanism arranged on the wheel mounting shaft, wherein the driving wheel is sleeved on the wheel mounting shaft;
the gear shifting transmission mechanism comprises a unilateral synchronizer, an overrunning clutch and a speed reducing assembly, wherein the unilateral synchronizer, the overrunning clutch and a speed reducing primary driving gear of the speed reducing assembly are sleeved on a wheel mounting shaft, the overrunning clutch and the speed reducing primary driving gear are respectively positioned on two sides of the unilateral synchronizer, the speed reducing primary driving gear rotates synchronously with the wheel mounting shaft, a power output sleeve, an inner core wheel of the overrunning clutch and a driving wheel rotate synchronously, and the unilateral synchronizer can be combined with or separated from the inner core wheel under the action of a gear shifting fork;
when the unilateral synchronizer is combined with the inner core wheel, the overrunning clutch is in an overrunning state, and the power output by the wheel mounting shaft is transmitted to the power output sleeve through the unilateral synchronizer and the inner core wheel in sequence; when the unilateral synchronizer is separated from the inner core wheel, the overrunning clutch is in a combined state, and the power output by the wheel mounting shaft is transmitted to the power output sleeve through the speed reduction assembly and the overrunning clutch in sequence.
Structure more than adopting, set up power input mechanism and speed reduction input mechanism at original two wheeler intermediate position, add the drive mechanism of shifting in the wheel core position of drive wheel, the speed reduction transmission route has been prolonged, the reduction ratio has been increased, thereby can adopt high-speed motor as the drive, make the motor be in on high-efficient output platform, the motor efficiency has been improved by a wide margin, the mileage of continuing a journey has been increased, keep chain drive's mode simultaneously, not only can cushion the impact of two wheeler acceleration and deceleration, can reduce the shock from top to bottom of suspension and cause the distance change between the sprocket, and, can realize two grades of shifting, not only make electric two wheeler have powerful climbing and heavy load ability, and make the motor be in on the high-efficient platform all the time, further improved the efficiency of motor under the climbing and the heavy load condition, the motor energy consumption has been reduced.
Preferably, the method comprises the following steps: the utility model discloses a wheel assembly, including wheel assembly axle, power output cover, transmission sensing mechanism, elastic reset element, power output cover and transmission sensing cam cover, power transmission for the drive wheel through transmission sensing mechanism, the wheel hub of drive wheel rotationally the suit is epaxial at the wheel installation through installation cooperation cover, transmission sensing mechanism includes that the suit is at the transmission sensing cam cover of installation cooperation cover, is used for driving about transmission sensing cam cover and is close to the elastic reset element of power output cover and is used for detecting real-time power's detection device, it is vice to form screw drive between transmission sensing cam cover and the installation cooperation cover to can follow installation cooperation cover axial slip, the adjacent terminal surface of power output cover and. By adopting the structure, the real-time power can be accurately monitored while transmission is carried out, and the device is simple and reliable; if the real-time power measured by the sensing transmission mechanism is greater than a set power target, the single-side synchronizer is in a combined state and is in a high-speed gear; if the real-time power measured by the sensing transmission mechanism is smaller than the set power target, the unilateral synchronizer is in a disconnected state and is in a low-speed gear.
Preferably, the method comprises the following steps: the detection device comprises a rotating speed detection permanent magnet and a displacement detection permanent magnet which are both arranged on the transmission sensing cam sleeve, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell. By adopting the structure, the real-time power can be obtained by detecting the rotating speed and the displacement of the transmission sensing cam sleeve, and the device has the advantages of strong anti-interference capability, low cost, simplicity and reliability.
Preferably, the method comprises the following steps: the power input mechanism comprises a driving motor and an input primary driving gear which synchronously rotates with a motor shaft of the driving motor, and the input primary driving gear transmits power to the chain transmission assembly through the speed reduction input mechanism. With the above configuration, power can be stably and reliably input.
Preferably, the method comprises the following steps: the speed reduction input mechanism comprises an input shaft parallel to the outer intermediate shaft of the wheel and a motor shaft, an input first-stage driven gear synchronously rotationally sleeved on the input shaft, a power connecting sleeve rotatably sleeved on the outer intermediate shaft of the wheel and an input second-stage driven gear synchronously rotationally sleeved on the power connecting sleeve, the power connecting sleeve synchronously rotates with a driving chain wheel of the chain transmission assembly, the input first-stage driving gear is meshed with the input first-stage driven gear, and an input second-stage driving gear meshed with the input second-stage driven gear is formed on the input shaft. With the above structure, the reduction transmission can be stably and reliably realized.
Preferably, the method comprises the following steps: the speed reduction assembly comprises a speed reduction shaft parallel to the wheel installation shaft, a speed reduction first-stage driven gear and a speed reduction second-stage driving gear which are sleeved on the speed reduction shaft in a synchronous rotating mode, the speed reduction first-stage driven gear is meshed with the speed reduction first-stage driving gear, and the speed reduction second-stage driving gear is meshed with a speed reduction second-stage driven gear arranged on an outer ring of the overrunning clutch. By adopting the structure, the speed reduction transmission and the power output can be stably and reliably realized.
Preferably, the method comprises the following steps: the synchronizer comprises a synchronizer hub, a synchronizer hub and a synchronizer combination sleeve, wherein the synchronizer hub is synchronously rotated with the inner core wheel, the synchronizer hub is sleeved on a wheel mounting shaft in a synchronous rotating mode, the synchronizer combination sleeve is sleeved on the synchronizer hub in a synchronous rotating mode, one side, close to the synchronizer hub, of the synchronizer hub is provided with a high-speed gear friction inner sheet, a high-speed gear friction outer sheet and a high-speed gear synchronization ring which are sequentially sleeved outwards in the radial direction, a plurality of synchronizer sliding blocks which synchronously slide with the synchronizer combination sleeve are arranged on the periphery of the synchronizer hub, and the shifting fork can drive the synchronizer combination sleeve to axially slide;
when the synchronizer coupling sleeve slides towards the high-speed gear coupling sleeve, the synchronizer sliding block can drive the high-speed gear synchronizing ring to drive the high-speed gear friction outer sheet to compress the high-speed gear friction inner sheet on the high-speed gear coupling sleeve, so that the synchronizer coupling sleeve and the high-speed gear coupling sleeve are combined after synchronous rotation.
By adopting the structure, the gear shifting device is ingenious in design, simple and reliable, can be switched between a high-speed gear and a low-speed gear stably and reliably, and cannot generate the situations of gear shifting clamping stagnation and gear difficult to enter.
Preferably, the method comprises the following steps: the two side surfaces of the high-speed gear friction outer sheet are respectively matched with the high-speed gear friction inner sheet and the high-speed gear synchronizing ring inclined plane. By adopting the structure, the synchronizer coupling sleeve and the high-speed gear coupling sleeve can be more stably, reliably and quickly rotated synchronously.
Preferably, the method comprises the following steps: keep off outer piece of friction at a high speed includes integrated into one piece's installation department and inclined plane cooperation portion, the installation department is annular sheet structure of circle to the suit is on synchronous ware spline hub, inclined plane cooperation portion is for leaning out the cylindrical structure of extension from the installation department outer fringe, and its diameter is towards the direction of keeping away from the installation department crescent, and the both sides face of inclined plane cooperation portion keeps off the inclined plane cooperation that the inner piece of friction and the synchronizer ring of keeping off at a high speed respectively with a high speed and correspond. By adopting the structure, the installation reliability and the friction inclined plane matching reliability are considered.
Preferably, the method comprises the following steps: the synchronizer spline hub is close to the sunken shaping of one side terminal surface that high-speed fender combines the cover and has the friction structure installation cavity, high-speed fender friction outer piece, high-speed fender friction inner piece and high-speed fender synchronizer ring all partly are located the friction structure installation cavity. By adopting the structure, the reliability of installation of friction fit related parts is improved.
Compared with the prior art, the beneficial effects of the utility model are that:
the chain transmission central wheel core driving electric driving automatic speed changing system adopting the technical scheme has novel structure and ingenious design, the power input mechanism and the speed reduction input mechanism are arranged at the middle position of the original two-wheel vehicle, the gear shifting transmission mechanism is additionally arranged at the wheel core position of the driving wheel, the speed reduction transmission path is prolonged, the speed reduction ratio is increased, so that a high-speed motor can be adopted as the driving, the motor is positioned on a high-efficiency output platform, the motor efficiency is greatly improved, the endurance mileage is increased, simultaneously, the chain transmission mode is kept, the impact of acceleration and deceleration of the two-wheel vehicle can be buffered, the distance change between chain wheels caused by the vertical oscillation of a suspension system can be reduced, in addition, the two-gear shifting can be realized, the electric two-wheel vehicle has strong climbing and heavy-load capacity, the motor can be always positioned on the high-efficiency platform, and the efficiency of the motor under the conditions of climbing and heavy load is further improved, the energy consumption of the motor is reduced.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic diagram of a single-sided synchronizer;
FIG. 3 is a schematic diagram of the engagement relationship between the transmission sensing mechanism and the related components;
FIG. 4 is a schematic structural view of an overrunning clutch;
FIG. 5 is a cross-sectional view of the overrunning clutch.
Detailed Description
The present invention will be further described with reference to the following examples and accompanying drawings.
As shown in fig. 1, a chain transmission central wheel core drive electric drive automatic transmission system mainly comprises a power input mechanism, a driving wheel 2, a speed reduction input mechanism arranged on an outer wheel intermediate shaft 3, a wheel mounting shaft 16 connected with the outer wheel intermediate shaft 3 through a chain transmission assembly, and a gear shifting transmission mechanism arranged on the wheel mounting shaft 16, wherein the driving wheel 2 is sleeved on the wheel mounting shaft 16, and the power input mechanism transmits power to the driving wheel 2 through the speed reduction input mechanism, the chain transmission assembly, the wheel mounting shaft 16 and the gear shifting transmission mechanism in sequence.
The gear shifting transmission mechanism comprises a unilateral synchronizer 4, an overrunning clutch 15 and a speed reducing assembly, the unilateral synchronizer 4, the overrunning clutch 15 and the speed reducing first-level driving gear 6 of the speed reducing assembly are sleeved on a wheel mounting shaft 16, the overrunning clutch 15 and the speed reducing first-level driving gear 6 are respectively positioned on two sides of the unilateral synchronizer 4, the speed reducing first-level driving gear 6 and the wheel mounting shaft 16 synchronously rotate, a power output sleeve 18, an inner core wheel 15c of the overrunning clutch 15 and a driving wheel 2 synchronously rotate, and the unilateral synchronizer 4 can be combined with or separated from the inner core wheel 15c under the action of a gear shifting fork 5.
When the unilateral synchronizer 4 is combined with the inner core wheel 15c, the overrunning clutch 15 is in an overrunning state, and the power output by the wheel mounting shaft 16 is transmitted to the power output sleeve 18 through the unilateral synchronizer 4 and the inner core wheel 15c in sequence; when the one-side synchronizer 4 is separated from the inner core wheel 15c, the overrunning clutch 15 is in a combined state, and the power output by the wheel mounting shaft 16 is transmitted to the power output sleeve 18 through the speed reducing assembly and the overrunning clutch 15 in sequence.
Referring to fig. 1 and fig. 3, in the present embodiment, the driving wheel 2 includes a combined hub 2a and a tire 2b disposed on the combined hub 2a, the combined hub 2a includes a hub outer ring 2a2 and a hub inner ring 2a1, the tire 2b is sleeved on the hub outer ring 2a2, the hub inner ring 2a1 is rotatably sleeved on the wheel mounting shaft 16, and an inner edge of the hub outer ring 2a2 is connected with an outer edge of the hub inner ring 2a1 through a plurality of bolts 2a 3.
Referring to fig. 1 and 2, the one-sided synchronizer 4 includes a high-speed gear coupling sleeve 4a rotating synchronously with the inner core wheel 15c, a synchronizer spline hub 4c rotating synchronously and sleeved on the wheel mounting shaft 16, and a synchronizer coupling sleeve 4d rotating synchronously and sleeved on the synchronizer spline hub 4c, one side of the synchronizer spline hub 4c close to the high-speed gear coupling sleeve 4a is provided with a high-speed gear friction inner plate 4k, a high-speed gear friction outer plate 4e, and a high-speed gear synchronizing ring 4f sequentially sleeved radially outward, the outer periphery of the synchronizer spline hub 4c is provided with a plurality of synchronizer sliders 4j sliding synchronously with the synchronizer coupling sleeve 4d, and the shift fork 5 can drive the synchronizer coupling sleeve 4d to slide axially.
When the synchronizer coupling sleeve 4d slides towards the high-speed gear coupling sleeve 4a, the synchronizer slider 4j can drive the high-speed gear synchronizing ring 4f to drive the high-speed gear friction outer piece 4e to press the high-speed gear friction inner piece 4k onto the high-speed gear coupling sleeve 4a, so that the synchronizer coupling sleeve 4d and the high-speed gear coupling sleeve 4a are combined after synchronous rotation and are in a high-speed gear. When the synchronizer sleeve 4d slides in the reverse direction to separate (rotate asynchronously) the synchronizer sleeve 4d from the high-speed gear sleeve 4a, the low-speed gear is engaged.
The surfaces of the two sides of the high-speed gear friction outer plate 4e are respectively matched with the high-speed gear friction inner plate 4k and the high-speed gear synchronizing ring 4f in an inclined plane. Specifically, the high-speed gear friction outer piece 4e includes an integrally formed mounting portion and an inclined plane matching portion, the mounting portion is a circular ring-shaped sheet structure and is sleeved on the synchronizer spline hub 4c, the inclined plane matching portion is a cylindrical structure extending obliquely outwards from the outer edge of the mounting portion, the diameter of the inclined plane matching portion gradually increases towards the direction away from the mounting portion, and two side faces of the inclined plane matching portion are respectively matched with the inclined planes corresponding to the high-speed gear friction inner piece 4k and the high-speed gear synchronizing ring 4 f.
Further, a friction structure mounting cavity 4c1 is concavely formed on one side end surface of the synchronizer spline hub 4c close to the high-speed gear coupling sleeve 4a, and the high-speed gear friction outer piece 4e, the high-speed gear friction inner piece 4k and the high-speed gear synchronizing ring 4f are all partially located in the friction structure mounting cavity 4c 1.
Referring to fig. 1 and 3, the chain transmission assembly includes a driving sprocket 7 rotatably fitted over the outer intermediate shaft 3, a driven sprocket 27 fitted over the wheel mounting shaft 16 in a synchronously rotating manner, and a chain 28 connecting the driving sprocket 7 and the driven sprocket 27. The power output sleeve 18 transmits power to the driving wheel 2 through a transmission sensing mechanism, a hub 2a of the driving wheel 2 is rotatably sleeved on the wheel mounting shaft 16 through a mounting matching sleeve 2a11, the transmission sensing mechanism comprises a transmission sensing cam sleeve 8 sleeved on the mounting matching sleeve 2a11, an elastic reset element 10 used for driving the transmission sensing cam sleeve 8 to be close to the power output sleeve 18 and a detection device used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve 8 and the mounting matching sleeve 2a11 and can axially slide along the mounting matching sleeve 2a11, and the adjacent end faces of the power output sleeve 18 and the transmission sensing cam sleeve 8 form end face cam matching.
The spiral transmission pair comprises inner spiral raceways distributed on the inner wall of the transmission sensing cam sleeve 8 along the circumferential direction and outer spiral raceways distributed on the outer wall of the installation matching sleeve 2a11 along the circumferential direction, a plurality of outwards-protruding balls are embedded in each outer spiral raceway, and each ball can roll in the corresponding inner spiral raceway and outer spiral raceway. When the transmission sensing cam sleeve 8 rotates relative to the mounting sleeve 2a11, it can move axially relative to the mounting sleeve 2a 11.
The detection device comprises a rotating speed detection permanent magnet 9 and a displacement detection permanent magnet 27 which are both arranged on the transmission sensing cam sleeve 8, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell.
Referring to fig. 1, the power input mechanism includes a driving motor 1, and an input primary driving gear 11 rotating synchronously with a motor shaft 1a of the driving motor 1, and the input primary driving gear 11 transmits power to the chain transmission assembly through the speed reduction input mechanism.
The speed reduction input mechanism comprises an input shaft 12 parallel to the outer intermediate shaft 3 and the motor shaft 1a, an input first-stage driven gear 13 synchronously and rotatably sleeved on the input shaft 12, a power connecting sleeve 25 rotatably sleeved on the outer intermediate shaft 3 and an input second-stage driven gear 14 synchronously and rotatably sleeved on the power connecting sleeve 25, wherein the power connecting sleeve 25 and a driving sprocket 7 of the chain transmission assembly synchronously rotate, the input first-stage driving gear 11 is meshed with the input first-stage driven gear 13, and an input second-stage driving gear 12a meshed with the input second-stage driven gear 14 is formed on the input shaft 12.
Referring to fig. 1, 4 and 5, the speed reduction assembly includes a speed reduction shaft 19 parallel to the wheel mounting shaft 16, a speed reduction primary driven gear 20 and a speed reduction secondary driving gear 21 synchronously rotatably sleeved on the speed reduction shaft 19, the speed reduction primary driven gear 20 is engaged with the speed reduction primary driving gear 6, and the speed reduction secondary driving gear 21 is engaged with a speed reduction secondary driven gear 15b provided on the outer ring 15a of the overrunning clutch 15.
The overrunning clutch 15 further includes rolling bodies disposed between the outer race 15a and the inner core wheel 15c, the inner core wheel 15c includes an integrally formed inner core wheel main body 15c1 and an inner core wheel input sleeve 15c2, the high speed gear coupling sleeve 4a is fitted over the inner core wheel input sleeve 15c2 in a synchronous rotation manner, and the inner core wheel main body 15c1 rotates in a synchronous rotation manner with the power output sleeve 18. The power take-off sleeve 18 is fitted into a spline at the end face of the inner core wheel main body 15c1 near each other.
The rolling bodies distributed along the periphery of the inner core wheel 15c are composed of thick rolling bodies 15d and thin rolling bodies 15e which are alternately arranged, two opposite retainers 15f are arranged on the periphery of the inner core wheel 15c, a circle of annular groove 15f1 is formed in the inner wall of each retainer 15f, and two ends of each thin rolling body 15e are slidably inserted into the corresponding annular grooves 15f 1. By adopting the structure, each thin rolling body 15e can follow up, the overall stability and reliability are improved, and the service life is prolonged.
The outer wall of the outer ring 15a is provided with two-stage speed reduction driven teeth 15b arranged along the circumferential direction. With the above configuration, power transmission can be reliably performed.
The outer periphery of the inner core wheel 15c is provided with outer teeth 15c3 matched with the thick rolling bodies 15d, the outer teeth 15c3 comprise a top arc section 15c32, a short side section 15c31 and a long side section 15c33 which are respectively positioned at two sides of the top arc section 15c32, the short side section 15c31 is of an inwards concave arc structure, the long side section 15c33 is of an outwards convex arc structure, and the curvature of the short side section 15c31 is smaller than that of the long side section 15c 33. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
High-speed gear transmission route: the drive motor 1 → the input first-stage drive gear 11 → the input first-stage driven gear 13 → the input shaft 12 → the input second-stage driven gear 14 → the power connecting sleeve 25 → the drive sprocket 7 → the chain 28 → the driven sprocket 27 → the wheel mounting shaft 16 → the one-side synchronizer 4 → the inner core wheel 15c → the power output sleeve 18 → the transmission sensing cam sleeve 8 → the drive wheel 2.
Low-speed gear transmission route: the drive motor 1 → the input first-stage drive gear 11 → the input first-stage driven gear 13 → the input shaft 12 → the input second-stage driven gear 14 → the power connecting sleeve 25 → the drive sprocket 7 → the chain 28 → the driven sprocket 27 → the wheel mounting shaft 16 → the reduction first-stage drive gear 6 → the reduction first-stage driven gear 20 → the reduction shaft 19 → the reduction second-stage drive gear 21 → the overrunning clutch 15 → the power output sleeve 18 → the transmission sensing cam sleeve 8 → the drive wheel 2.
Finally, it should be noted that the above description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and the scope of the present invention.
Claims (10)
1. A chain transmission central wheel core driving electric drive automatic speed changing system is characterized in that: the transmission mechanism comprises a power input mechanism, a driving wheel (2), a speed reduction input mechanism arranged on an outer intermediate shaft (3), a wheel mounting shaft (16) connected with the outer intermediate shaft (3) through a chain transmission assembly and a gear shifting transmission mechanism arranged on the wheel mounting shaft (16), wherein the driving wheel (2) is sleeved on the wheel mounting shaft (16), and the power input mechanism transmits power to the driving wheel (2) through the speed reduction input mechanism, the chain transmission assembly, the wheel mounting shaft (16) and the gear shifting transmission mechanism in sequence;
the gear shifting transmission mechanism comprises a unilateral synchronizer (4), an overrunning clutch (15) and a speed reducing assembly, wherein the unilateral synchronizer (4), the overrunning clutch (15) and a speed reducing primary driving gear (6) of the speed reducing assembly are sleeved on a wheel mounting shaft (16), the overrunning clutch (15) and the speed reducing primary driving gear (6) are respectively positioned on two sides of the unilateral synchronizer (4), the speed reducing primary driving gear (6) and the wheel mounting shaft (16) synchronously rotate, a power output sleeve (18), an inner core wheel (15c) of the overrunning clutch (15) and a driving wheel (2) synchronously rotate, and the unilateral synchronizer (4) can be combined with or separated from the inner core wheel (15c) under the action of a gear shifting fork (5);
when the single-side synchronizer (4) is combined with the inner core wheel (15c), the overrunning clutch (15) is in a overrunning state, and the power output by the wheel mounting shaft (16) is transmitted to the power output sleeve (18) through the single-side synchronizer (4) and the inner core wheel (15c) in sequence; when the unilateral synchronizer (4) is separated from the inner core wheel (15c), the overrunning clutch (15) is in a combined state, and the power output by the wheel mounting shaft (16) is transmitted to the power output sleeve (18) through the speed reducing assembly and the overrunning clutch (15) in sequence.
2. The chain drive center wheel drive electric drive automatic transmission system according to claim 1, characterized in that: the power output sleeve (18) transmits power to the driving wheel (2) through a transmission sensing mechanism, a hub (2a) of the driving wheel (2) is rotatably sleeved on a wheel mounting shaft (16) through a mounting fit sleeve (2a11), the transmission sensing mechanism comprises a transmission sensing cam sleeve (8) sleeved on the mounting fit sleeve (2a11), an elastic reset element (10) used for driving the transmission sensing cam sleeve (8) to be close to the power output sleeve (18) and a detection device used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve (8) and the mounting fit sleeve (2a11) and can axially slide along the mounting fit sleeve (2a11), and the adjacent end faces of the power output sleeve (18) and the transmission sensing cam sleeve (8) form end face cam fit.
3. The chain drive center wheel drive electric drive automatic transmission system according to claim 2, characterized in that: the detection device comprises a rotating speed detection permanent magnet (9) and a displacement detection permanent magnet (27) which are both arranged on the transmission sensing cam sleeve (8), and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell.
4. The chain drive center wheel drive electric drive automatic transmission system according to claim 1, characterized in that: the power input mechanism comprises a driving motor (1) and an input first-stage driving gear (11) which synchronously rotates with a motor shaft (1a) of the driving motor (1), and the input first-stage driving gear (11) transmits power to the chain transmission assembly through the speed reduction input mechanism.
5. The chain drive center wheel drive electric drive automatic transmission system according to claim 4, characterized in that: the speed reduction input mechanism comprises an input shaft (12) parallel to an outer intermediate shaft (3) of the wheel and a motor shaft (1a), an input first-stage driven gear (13) sleeved on the input shaft (12) in a synchronous rotating mode, a power connecting sleeve (25) sleeved on the outer intermediate shaft (3) of the wheel in a rotating mode and an input second-stage driven gear (14) sleeved on the power connecting sleeve (25) in a synchronous rotating mode, the power connecting sleeve (25) rotates synchronously with a driving chain wheel (7) of the chain transmission assembly, an input first-stage driving gear (11) is meshed with the input first-stage driven gear (13), and an input second-stage driving gear (12a) meshed with the input second-stage driven gear (14) is formed on the input shaft (12).
6. The chain drive center wheel drive electric drive automatic transmission system according to claim 1, characterized in that: the speed reduction assembly comprises a speed reduction shaft (19) parallel to the wheel mounting shaft (16), a speed reduction first-stage driven gear (20) and a speed reduction second-stage driving gear (21) which are synchronously rotatably sleeved on the speed reduction shaft (19), the speed reduction first-stage driven gear (20) is meshed with the speed reduction first-stage driving gear (6), and the speed reduction second-stage driven gear (15b) arranged on the outer ring (15a) of the speed reduction second-stage driving gear (21) and the overrunning clutch (15) is meshed with each other.
7. The chain drive center wheel drive electric drive automatic transmission system according to claim 1, characterized in that: the single-side synchronizer (4) comprises a high-speed gear combination sleeve (4a) which synchronously rotates with an inner core wheel (15c), a synchronizer spline hub (4c) which is synchronously rotationally sleeved on a wheel mounting shaft (16) and a synchronizer combination sleeve (4d) which is synchronously rotationally sleeved on the synchronizer spline hub (4c), one side, close to the high-speed gear combination sleeve (4a), of the synchronizer spline hub (4c) is provided with a high-speed gear friction inner sheet (4k), a high-speed gear friction outer sheet (4e) and a high-speed gear synchronous ring (4f) which are sequentially sleeved outwards along the radial direction, the periphery of the synchronizer spline hub (4c) is provided with a plurality of synchronizer sliding blocks (4j) which synchronously slide with the synchronizer combination sleeve (4d), and the shifting fork (5) can drive the synchronizer combination sleeve (4d) to axially slide;
when the synchronizer coupling sleeve (4d) slides towards the high-speed gear coupling sleeve (4a), the synchronizer sliding block (4j) can drive the high-speed gear synchronizing ring (4f) to drive the high-speed gear friction outer sheet (4e) to press the high-speed gear friction inner sheet (4k) onto the high-speed gear coupling sleeve (4a), so that the synchronizer coupling sleeve (4d) and the high-speed gear coupling sleeve (4a) are combined after synchronous rotation.
8. The chain drive center wheel drive electric drive automatic transmission system according to claim 7, characterized in that: the two side surfaces of the high-speed gear friction outer sheet (4e) are respectively matched with the high-speed gear friction inner sheet (4k) and the high-speed gear synchronizing ring (4f) inclined plane.
9. The chain drive center wheel drive electric drive automatic transmission system of claim 8, wherein: keep off outer piece of friction (4e) at a high speed and include integrated into one piece's installation department and inclined plane cooperation portion, the installation department is annular sheet structure to the suit is on synchronous ware spline hub (4c), inclined plane cooperation portion is for leaning out the cylindrical structure of extension from the installation department outer fringe, and its diameter is towards the direction crescent of keeping away from the installation department, and the both sides face of inclined plane cooperation portion keeps off the inclined plane cooperation that friction inner piece (4k) and high-speed fender synchronizer ring (4f) correspond respectively with high speed.
10. The chain drive center wheel drive electric drive automatic transmission system of claim 8, wherein: the synchronizer spline hub (4c) is formed with a friction structure mounting cavity (4c1) in a concave mode close to the end face of one side of the high-speed gear combination sleeve (4a), and the high-speed gear friction outer piece (4e), the high-speed gear friction inner piece (4k) and the high-speed gear synchronizing ring (4f) are all partially located in the friction structure mounting cavity (4c 1).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023039606.6U CN214189986U (en) | 2020-12-16 | 2020-12-16 | Chain transmission central wheel core driving electric drive automatic speed changing system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023039606.6U CN214189986U (en) | 2020-12-16 | 2020-12-16 | Chain transmission central wheel core driving electric drive automatic speed changing system |
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| Publication Number | Publication Date |
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| CN214189986U true CN214189986U (en) | 2021-09-14 |
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|---|---|---|---|
| CN202023039606.6U Expired - Fee Related CN214189986U (en) | 2020-12-16 | 2020-12-16 | Chain transmission central wheel core driving electric drive automatic speed changing system |
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| Country | Link |
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| CN (1) | CN214189986U (en) |
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- 2020-12-16 CN CN202023039606.6U patent/CN214189986U/en not_active Expired - Fee Related
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