CN214189987U - Central electric drive transmission sensing variable speed electric drive hub - Google Patents
Central electric drive transmission sensing variable speed electric drive hub Download PDFInfo
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- CN214189987U CN214189987U CN202023039780.0U CN202023039780U CN214189987U CN 214189987 U CN214189987 U CN 214189987U CN 202023039780 U CN202023039780 U CN 202023039780U CN 214189987 U CN214189987 U CN 214189987U
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Abstract
The utility model discloses a central authorities' electric drive transmission sensing variable speed electric drive wheel hub, including wheel, motor and wear to establish the transmission shaft on the wheel, the motor passes through transmission sensing mechanism and gives the transmission shaft with power transmission, is provided with gearshift and suit on the transmission shaft and at the epaxial power take off part of transmission, and gearshift is including the synchronizer of shifting, freewheel clutch and speed reduction unit, and the synchronizer of shifting can combine or separate with interior heart wheel under the effect of the shift fork of shifting. Technical scheme more than adopting can carry out the function of automatic gearshift according to the real-time power condition, makes electric bicycle can match actual operating mode and motor operating mode according to the resistance condition, and not only make electric bicycle have powerful climbing and heavy load ability, make the motor be in on the high-efficient platform all the time moreover, improved the efficiency of motor under the climbing and the heavy load condition greatly, reduced the motor energy consumption.
Description
Technical Field
The utility model relates to a two wheeler electric drive system technical field, concretely relates to central authorities' electric drive transmission sensing variable speed electric drive wheel hub.
Background
With the increasing strictness of environmental regulations, new energy vehicles represented by pure electric powered automobiles, two-wheeled vehicles and three-wheeled vehicles have become a great trend to replace traditional fuel vehicles. The existing two-wheeled electric vehicle generally adopts a hub motor and a motor side-hanging structure.
The wheel hub motor is directly driven by the low-speed direct current motor, so that the efficiency is relatively low, the heat productivity is large, the original balance of the wheel structure is broken due to the large size and heavy weight of the motor, and the control performance and the safety are influenced to a certain extent.
The side-hung type structure places the motor and the speed change system (gearbox or reducer) on the same side of the driving wheel, and although a high-speed motor can be adopted to improve the mechanical efficiency, the weight of the speed change mechanism and the motor is heavier, so that the balance of the wheel is poor, and the influence on the two-wheeled vehicle is more obvious.
Therefore, the applicant has designed an electric drive system assembly adopting a central drive type structure, which has the advantages of both the hub motor and the side-hung type structure, makes up for the disadvantages of the hub motor and the side-hung type structure, and not only can well ensure the balance of the rotation output component, but also has extremely high mechanical efficiency, smaller heat productivity, better heat dissipation capability and lighter weight.
However, the existing central driving type electric driving system assembly does not have a gear shifting function, and can not self-adaptively match the actual driving working condition and the motor working condition of the electric two-wheeled vehicle according to the resistance condition, so that the electric two-wheeled vehicle does not have strong climbing and heavy-load capabilities in order to ensure the performance and energy consumption of common road conditions, and the electric two-wheeled vehicle is not positioned on a high-efficiency platform when climbing and heavy-load capabilities, so that the motor is not only low in efficiency, but also high in energy consumption.
Therefore, it is urgently needed to design a central driving system of the electric two-wheeled vehicle capable of shifting gears so as to improve the climbing and heavy-load capacity of the electric two-wheeled vehicle and reduce energy consumption.
SUMMERY OF THE UTILITY MODEL
For solving the technical problem above, the utility model provides a central authorities' electric drive transmission sensing variable speed electric drive wheel hub.
The technical scheme is as follows:
the utility model provides a central electric drive transmission sensing variable speed electric drive wheel hub, includes wheel, motor and wears to establish the transmission shaft on the wheel, its main points lie in: the gear shifting mechanism comprises a gear shifting synchronizer, an overrunning clutch and a speed reducing assembly, wherein the gear shifting synchronizer, the overrunning clutch and a speed reducing primary driving gear of the speed reducing assembly are sleeved on the transmission shaft, the overrunning clutch and the speed reducing primary driving gear are respectively positioned on two sides of the gear shifting synchronizer, the speed reducing primary driving gear rotates synchronously with the transmission shaft, the power output assembly, the wheels and an inner core wheel of the overrunning clutch rotate synchronously, and the gear shifting synchronizer can be combined with or separated from the inner core wheel under the action of a gear shifting fork;
when the gear shifting synchronizer is combined with the inner core wheel, the overrunning clutch is in an overrunning state, and the power output by the transmission shaft is transmitted to the power output component through the gear shifting synchronizer and the inner core wheel in sequence; when the gear shifting synchronizer is separated from the inner core wheel, the overrunning clutch is in a combined state, and the power output by the transmission shaft is transmitted to the power output component through the speed reducing assembly and the overrunning clutch in sequence.
By adopting the structure, if the real-time power measured by the sensing transmission mechanism is greater than the set power target, the shifting synchronizer is in a combined state, and the power output by the transmission shaft is transmitted to the power output part through the shifting synchronizer and the inner core wheel in sequence and is in a high-speed gear; if the real-time power measured by the sensing transmission mechanism is smaller than a set power target, the gear shifting synchronizer is in a disconnected state, and the power output by the transmission shaft is transmitted to the power output component through the speed reduction assembly and the overrunning clutch in sequence and is in a low-speed gear; through the mode, realized can carrying out the function of automatic gearshift according to the real-time power condition, made the electric bicycle can be according to the resistance condition, and the self-adaptation matches actual operating mode and motor operating mode, not only made the electric bicycle have powerful climbing and heavy load ability, made the motor can be in on the high-efficient platform all the time moreover, improved the efficiency of motor under the climbing and the heavy load condition greatly, reduced the motor energy consumption.
Preferably, the method comprises the following steps: the gear shifting synchronizer comprises a high-speed gear combination sleeve rotating synchronously with the inner core wheel, a synchronizer spline hub sleeved on the transmission shaft synchronously and rotationally and a synchronizer combination sleeve sleeved on the synchronizer spline hub synchronously and rotationally, one side, close to the high-speed gear combination sleeve, of the synchronizer spline hub is provided with a high-speed gear friction inner sheet, a high-speed gear friction outer sheet and a high-speed gear synchronization ring which are sequentially sleeved outwards in the radial direction, the periphery of the synchronizer spline hub is provided with a plurality of synchronizer sliding blocks sliding synchronously with the synchronizer combination sleeve, and the gear shifting fork can drive the synchronizer combination sleeve to slide axially;
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.
Preferably, the method comprises the following steps: the transmission sensing mechanism comprises a transmission sensing shaft, a transmission primary driven gear, a transmission sensing cam sleeve, an elastic reset element, a transmission secondary driven gear and a detection device, wherein the transmission sensing shaft is parallel to a motor shaft of the transmission shaft and the motor, the transmission primary driven gear and the transmission sensing cam sleeve are sleeved on the transmission sensing shaft, the elastic reset element is used for driving the transmission sensing cam sleeve to be close to the transmission primary driven gear, the transmission primary driving gear is sleeved on the motor shaft in a synchronous rotating mode, the transmission secondary driven gear is sleeved on the transmission shaft in a synchronous rotating mode, the detection device is used for detecting real-time power, the transmission primary driving gear is meshed with the transmission primary driven gear, a transmission secondary driving gear meshed with the transmission secondary driven gear is arranged on the transmission sensing shaft, and a spiral transmission pair is formed between the transmission sensing cam sleeve and the transmission sensing shaft and can slide along the axial direction of the transmission sensing shaft. By adopting the structure, the real-time power can be accurately monitored while transmission is carried out, and the device is simple and reliable.
Preferably, the method comprises the following steps: the detection device comprises a rotating speed detection permanent magnet and a displacement detection permanent magnet which are both arranged on the transmission sensing cam sleeve, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell. By adopting the structure, the real-time power can be obtained by detecting the rotating speed and the displacement of the transmission sensing cam sleeve, and the device has the advantages of strong anti-interference capability, low cost, simplicity and reliability.
Preferably, the method comprises the following steps: the speed reduction assembly comprises an auxiliary shaft parallel to the transmission shaft, and a speed reduction first-stage driven gear and a speed reduction second-stage driving gear which are sleeved on the auxiliary shaft in a synchronous rotating mode, wherein 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. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the overrunning clutch further comprises a rolling body arranged between the outer ring and the inner core wheel, the inner core wheel comprises an inner core wheel main body and an inner core wheel input sleeve which are integrally formed, the high-speed gear combination sleeve is sleeved on the inner core wheel input sleeve in a synchronous rotating mode, and the inner core wheel main body and the power output part rotate synchronously. By adopting the structure, not only can one part be reduced, the cost is reduced, but also the design is ingenious, and the stability and the reliability of the matching between the parts are improved.
Preferably, the method comprises the following steps: the power output component is arranged in the wheel hub in a penetrating mode and is matched with the wheel hub spline, and the power output component is matched with the end face tooth groove at one end, close to the inner core wheel main body, of the inner core wheel main body. By adopting the structure, the matching is simple and reliable, and the processing, forming and assembling are easy.
Compared with the prior art, the beneficial effects of the utility model are that:
technical scheme's a central authorities ' electric drive transmission sensing variable speed electric drive wheel hub more than adopting, simple structure is reliable, not only possess the advantage of central drive formula structure, and can carry out automatic gearshift's function according to the real-time power condition, make electronic two wheeler can be according to the resistance condition, self-adaptation matches actual driving condition and motor operating mode, not only make electronic two wheeler have powerful climbing and heavy load ability, and make the motor be in on the high-efficient platform all the time, the efficiency of motor under the climbing and the heavy load condition has been improved greatly, the motor energy consumption has been reduced.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic illustration of a shift synchronizer;
FIG. 3 is a schematic diagram of the main structure of the transmission sensing mechanism;
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 figure 1, a central electric drive transmission sensing variable speed electric drive hub mainly comprises a wheel 1, a motor 2 and a transmission shaft 3 penetrating the wheel 1, wherein the motor 2 transmits power to the transmission shaft 3 through a transmission sensing mechanism, the transmission shaft 3 is provided with a gear shifting mechanism and a power output part 16, the power output part 16 is sleeved on the transmission shaft 3, the motor 2 and the transmission sensing mechanism are positioned on one side of the wheel 1, the gear shifting mechanism is positioned on the other side of the wheel 1, the gear shifting mechanism comprises a gear shifting synchronizer 4, an overrunning clutch 15 and a speed reducing assembly, the gear shifting synchronizer 4, the overrunning clutch 15 and a speed reducing primary driving gear 6 of the speed reducing assembly are all sleeved on the transmission shaft 3, the overrunning clutch 15 and the speed reducing primary driving gear 6 are respectively positioned on two sides of the gear shifting synchronizer 4, and the speed reducing primary driving gear 6 and the transmission shaft 3 synchronously rotate, the power output component 16, the wheel 1 and the inner core wheel 15c of the overrunning clutch 15 rotate synchronously, and the shifting synchronizer 4 can be combined with or separated from the inner core wheel 15c under the action of the shifting fork 5.
When the gear shifting 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 transmission shaft 3 is transmitted to the power output part 16 through the gear shifting synchronizer 4 and the inner core wheel 15c in sequence and is in a high-speed gear; when the gear shifting 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 transmission shaft 3 is transmitted to the power output component 16 through the speed reducing assembly and the overrunning clutch 15 in sequence and is in a low-speed gear.
In this embodiment, the wheel 1 includes a hub 1a and a tire 1b disposed on the outer periphery of the hub 1a, wherein an internally splined cylinder is provided at the center of the hub 1a, and the internally splined cylinder protrudes to both sides to ensure reliability of fitting with the relevant power components.
Referring to fig. 1 and 2, the shifting 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 transmission shaft 3, 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 shifting 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 transmission sensing mechanism includes a transmission sensing shaft 7 parallel to the transmission shaft 3 and the motor shaft 2a of the motor 2, a transmission primary driven gear 8 and a transmission sensing cam sleeve 9 both sleeved on the transmission sensing shaft 7, an elastic reset element 10 for driving the transmission sensing cam sleeve 9 to approach the transmission primary driven gear 8, the synchronous rotation suit is in the first order driving gear 11 of transmission on motor shaft 2a, synchronous rotation suit is in the second order driven gear 12 of transmission on transmission shaft 3 and is used for detecting the detection device of real-time power, and transmission first order driving gear 11 meshes with transmission first order driven gear 8, has the transmission second order driving tooth 7a with transmission second order driven gear 12 meshing on the transmission sensing shaft 7, forms the screw drive pair between transmission sensing cam cover 9 and the transmission sensing shaft 7 to can be along the axial slip of transmission sensing shaft 7.
Wherein, the first-stage driven gear 8 of transmission includes 8a and 8b portions of gear sleeve of integrated into one piece's gear portion, and gear portion 8a meshes with the first-stage driving gear 11 of transmission, and 8b suits of gear sleeve are on transmission sensing shaft 7, and the one end terminal surface that is close to transmission sensing cam sleeve 9 has the cam profile that suits with transmission sensing cam sleeve 9. The design is simple and reliable, and the cost is lower without manufacturing split parts.
Specifically, the helical transmission pair comprises an inner helical raceway and an outer helical raceway, wherein the inner helical raceway is circumferentially distributed on the inner wall of the transmission sensing cam sleeve 9, the outer helical raceway is circumferentially distributed on the outer wall of the transmission sensing shaft 7, a plurality of outwards-protruding balls are embedded in each outer helical raceway, and each ball can roll in the corresponding inner helical raceway and the corresponding outer helical raceway. When the transmission sensing cam sleeve 9 rotates relative to the transmission sensing shaft 7, the transmission sensing cam sleeve can move axially relative to the transmission sensing shaft 7.
The detection device comprises a rotating speed detection permanent magnet 13 and a displacement detection permanent magnet 14 which are both arranged on the transmission sensing cam sleeve 9, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell. Detection device can acquire accurate rotational speed and displacement information, can accurately learn the real-time power of transmission shaft 3 according to rotational speed and displacement information, when real-time power is less than the power target, can initiatively shift into the low-speed gear from the high-speed gear, when real-time power is greater than the power target, can initiatively shift into the high-speed gear from the low-speed gear.
Referring to fig. 1, 4 and 5, the reduction assembly includes a counter shaft 17 parallel to the transmission shaft 3, and a reduction primary driven gear 18 and a reduction secondary driving gear 19 both rotatably fitted on the counter shaft 17, the reduction primary driven gear 18 is engaged with the reduction primary driving gear 6, and the reduction secondary driving gear 19 is engaged with a reduction secondary driven gear 15b provided on an 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 member 16. The power output member 16 has a cylindrical structure, is inserted into the hub 1a of the wheel 1, and is spline-fitted to the hub 1a, and the power output member 16 is spline-fitted to the inner core wheel main body 15c1 at one end face close to 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 motor 2 → the first-stage transmission driving gear 11 → the first-stage transmission driven gear 8 → the transmission sensing cam sleeve 9 → the transmission sensing shaft 7 → the second-stage transmission driven gear 12 → the transmission shaft 3 → the shifting synchronizer 4 → the inner core wheel 15c → the power output part 16 → the wheel 1.
Low-speed gear transmission route: the motor 2 → the first-stage driving gear 11 → the first-stage driven gear 8 → the sensing cam sleeve 9 → the sensing shaft 7 → the second-stage driven gear 12 → the driving shaft 3 → the first-stage driving gear 6 → the first-stage driven gear 18 → the countershaft 17 → the second-stage driving gear 19 → the overrunning clutch 15 → the power output member 16 → the wheel 1.
Finally, it should be noted that the above 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. The utility model provides a central electric drive transmission sensing variable speed electric drive wheel hub, includes wheel (1), motor (2) and wears to establish transmission shaft (3) on wheel (1), its characterized in that: the gear shifting mechanism comprises a gear shifting synchronizer (4), an overrunning clutch (15) and a speed reducing assembly, wherein the gear shifting synchronizer (4), the overrunning clutch (15) and a speed reducing one-level driving gear (6) of the speed reducing assembly are sleeved on the transmission shaft (3), the overrunning clutch (15) and the speed reducing one-level driving gear (6) of the speed reducing assembly are respectively positioned at two sides of the gear shifting synchronizer (4), the speed reducing one-level driving gear (6) and the transmission shaft (3) synchronously rotate, and inner core wheels (15c) of the power output assembly (16), the wheels (1) and the overrunning clutch (15) synchronously rotate, the gear shifting 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 gear shifting 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 transmission shaft (3) is transmitted to the power output part (16) through the gear shifting synchronizer (4) and the inner core wheel (15c) in sequence; when the gear shifting 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 transmission shaft (3) is transmitted to the power output part (16) through the speed reducing assembly and the overrunning clutch (15) in sequence.
2. A central electrically driven transmission sensing variable speed electrically driven hub as claimed in claim 1, wherein: the gear shifting 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 the transmission shaft (3) 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 synchronization ring (4f) which are sequentially sleeved outwards in 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 gear 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.
3. A central electrically driven transmission sensing variable speed electrically driven hub as claimed in claim 2, wherein: 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.
4. A central electrically driven transmission sensing variable speed electrically driven hub according to claim 3, 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.
5. A central electrically driven transmission sensing variable speed electrically driven hub according to claim 3, 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).
6. A central electrically driven transmission sensing variable speed electrically driven hub as claimed in claim 1, wherein: the transmission sensing mechanism comprises a transmission sensing shaft (7) which is parallel to a transmission shaft (3) and a motor shaft (2a) of a motor (2), a transmission primary driven gear (8) and a transmission sensing cam sleeve (9) which are sleeved on the transmission sensing shaft (7), an elastic reset element (10) for driving the transmission sensing cam sleeve (9) to be close to the transmission primary driven gear (8), a transmission primary driving gear (11) which is sleeved on the motor shaft (2a) in a synchronous rotating manner, a transmission secondary driven gear (12) which is sleeved on the transmission shaft (3) in a synchronous rotating manner and a detection device for detecting real-time power, wherein the transmission primary driving gear (11) is meshed with the transmission primary driven gear (8), the transmission sensing shaft (7) is provided with a transmission secondary driving gear (7a) meshed with the transmission secondary driven gear (12), a spiral transmission pair is formed between the transmission sensing cam sleeve (9) and the transmission sensing shaft (7) and can slide along the axial direction of the transmission sensing shaft (7).
7. A central electrically driven transmission sensing variable speed electrically driven hub according to claim 6, wherein: the detection device comprises a rotating speed detection permanent magnet (13) and a displacement detection permanent magnet (14) which are both arranged on the transmission sensing cam sleeve (9), and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell.
8. A central electrically driven transmission sensing variable speed electrically driven hub as claimed in claim 2, wherein: the speed reduction assembly comprises an auxiliary shaft (17) parallel to the transmission shaft (3), a speed reduction first-stage driven gear (18) and a speed reduction second-stage driving gear (19) which are sleeved on the auxiliary shaft (17) in a synchronous rotating mode, the speed reduction first-stage driven gear (18) is meshed with the speed reduction first-stage driving gear (6), and the speed reduction second-stage driving gear (19) is meshed with a speed reduction second-stage driven gear (15b) arranged on an outer ring (15a) of the overrunning clutch (15).
9. A central electrically driven transmission sensing variable speed electrically driven hub according to claim 8, wherein: the overrunning clutch (15) further comprises rolling bodies arranged between the outer ring (15a) and the inner core wheel (15c), the inner core wheel (15c) comprises an inner core wheel main body (15c1) and an inner core wheel input sleeve (15c2) which are integrally formed, the high-speed gear combination sleeve (4a) is sleeved on the inner core wheel input sleeve (15c2) in a synchronous rotating mode, and the inner core wheel main body (15c1) rotates with the power output component (16) in a synchronous rotating mode.
10. A central electrically driven transmission sensing variable speed electrically driven hub as claimed in claim 9, wherein: the power output component (16) is arranged in a hub (1a) of the wheel (1) in a penetrating mode and is in spline fit with the hub (1a), and the power output component (16) is in tooth groove fit with one end face of the inner core wheel main body (15c1) close to each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023039780.0U CN214189987U (en) | 2020-12-16 | 2020-12-16 | Central electric drive transmission sensing variable speed electric drive hub |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023039780.0U CN214189987U (en) | 2020-12-16 | 2020-12-16 | Central electric drive transmission sensing variable speed electric drive hub |
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| Publication Number | Publication Date |
|---|---|
| CN214189987U true CN214189987U (en) | 2021-09-14 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202023039780.0U Active CN214189987U (en) | 2020-12-16 | 2020-12-16 | Central electric drive transmission sensing variable speed electric drive hub |
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| CN (1) | CN214189987U (en) |
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2020
- 2020-12-16 CN CN202023039780.0U patent/CN214189987U/en active Active
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