CN214189988U - Middle-mounted transmission sensing variable speed electric drive system - Google Patents
Middle-mounted transmission sensing variable speed electric drive system Download PDFInfo
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- CN214189988U CN214189988U CN202023054635.XU CN202023054635U CN214189988U CN 214189988 U CN214189988 U CN 214189988U CN 202023054635 U CN202023054635 U CN 202023054635U CN 214189988 U CN214189988 U CN 214189988U
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Abstract
The utility model discloses a central transmission sensing variable speed electric drive system, which comprises a power mechanism, a variable speed transmission mechanism, a transmission sensing mechanism, a main shaft and a power output sleeve which is sleeved on the main shaft in a synchronous rotation way, wherein the transmission sensing mechanism is positioned at one side of the power output sleeve, and the power mechanism and the variable speed transmission mechanism are positioned at the other side of the power output sleeve; the variable-speed transmission mechanism comprises a gear shifting and speed reducing assembly, a gear shifting synchronizer, an overrunning clutch and a power input element, wherein the gear shifting synchronizer, the overrunning clutch and the power input element are all sleeved on the main shaft. 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 vehicle electric drive system technical field, concretely relates to well formula transmission sensing variable speed electric drive system.
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 with a central-positioned structure, which combines the advantages of the hub motor and the side-hung structure, makes up for the disadvantages of the hub motor and the side-hung structure, and not only can well ensure the balance of the rotating output component, but also has extremely high mechanical efficiency, less heat productivity, better heat dissipation capability and lighter weight.
However, the existing central electric drive system assembly does not have a gear shifting function, and can not match the actual driving condition and the motor condition of the electric two-wheeled vehicle in a self-adaptive manner 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 the 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 efficiency of the motor is low, and the energy consumption is too high.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, the utility model provides a central transmission sensing variable speed electric drive system.
The technical scheme is as follows:
the utility model provides a central formula transmission sensing variable speed electric drive system, includes power unit, variable speed drive mechanism, transmission sensing mechanism, main shaft and synchronous rotation ground suit at the epaxial power take off cover of main shaft, its main points lie in: the transmission sensing mechanism is positioned on one side of the power output sleeve, and the power mechanism and the variable speed transmission mechanism are positioned on the other side of the power output sleeve;
the speed change transmission mechanism comprises a gear shifting and speed reducing assembly, a gear shifting synchronizer, an overrunning clutch and a power input element, wherein the gear shifting synchronizer, the overrunning clutch and the power input element are sleeved on a main shaft, the overrunning clutch and the power input element are respectively positioned on two sides of the gear shifting synchronizer, the power input element can rotate relative to the main shaft, an inner core wheel of the overrunning clutch and the main shaft synchronously rotate, and the gear shifting synchronizer can be combined with or separated from the power input element under the action of a gear shifting fork;
when the gear shifting synchronizer is combined with the power input element, the overrunning clutch is in an overrunning state, and power output by the power mechanism is transmitted to the main shaft through the power input element and the gear shifting synchronizer in sequence; when the gear shifting synchronizer is separated from the power input element, the overrunning clutch is in a combined state, and power output by the power mechanism is transmitted to the main shaft through the power input element, the gear shifting and speed reducing assembly and the overrunning clutch in sequence.
Preferably, the method comprises the following steps: the gear shifting synchronizer comprises a high-speed gear combination sleeve rotating synchronously with a power input element, a synchronizer spline hub sleeved on the main 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 can stably and reliably switch between the high-speed gear and the low-speed gear, and the situations of gear shifting clamping stagnation and difficult gear shifting can not occur.
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 power mechanism comprises a motor and an input speed reduction assembly, the input speed reduction assembly comprises a first gear shaft, a second gear shaft and a speed reduction primary driven gear, the first gear shaft coaxially rotates with a motor shaft of the motor through a coupling sleeve, the second gear shaft is parallel to the first gear shaft, the speed reduction primary driven gear is synchronously and rotatably sleeved on the second gear shaft, a speed reduction primary driving tooth meshed with the speed reduction primary driven gear is arranged on the first gear shaft, a speed reduction secondary driving tooth meshed with the speed reduction secondary driving tooth is arranged on the second gear shaft, and a speed reduction secondary driven tooth meshed with the speed reduction secondary driving tooth is arranged on the power input element. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the gear shifting and speed reducing assembly comprises a countershaft and a low-speed primary driven gear, the countershaft is parallel to the main shaft, the low-speed primary driven gear is sleeved on the countershaft in a synchronous rotating mode, a low-speed primary driving tooth meshed with the low-speed primary driven gear is arranged on the power input element, a low-speed secondary driving tooth is arranged on the countershaft, and a low-speed secondary driven tooth meshed with the low-speed secondary driving tooth is 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 rolling bodies distributed along the periphery of each inner core wheel are composed of thick rolling bodies and thin rolling bodies which are alternately arranged, two opposite retainers are arranged on the peripheral surface of each inner core wheel, a circle of annular groove is formed in the inner wall of each retainer, and two ends of each thin rolling body are respectively inserted into the corresponding annular grooves in a sliding mode. By adopting the structure, each thin rolling body can follow up, the overall stability and reliability are improved, and the service life is prolonged.
Preferably, the method comprises the following steps: the transmission sensing mechanism comprises a transmission sensing mounting sleeve rotatably sleeved on the main shaft, a transmission sensing cam sleeve sleeved on the transmission sensing mounting sleeve, an elastic reset element used for driving the transmission sensing cam sleeve to be close to the power output sleeve and a detection device used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve and the transmission sensing mounting sleeve and can slide axially along the transmission sensing mounting sleeve, and the end face of one end, close to the power output sleeve, of the transmission sensing cam sleeve is a cam profile so as to jointly form end face cam matching. By adopting the structure, the real-time power can be accurately monitored, and the method 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 transmission sensing box body, wherein the rotating speed detection Hall element is matched with the rotating speed detection permanent magnet, and the displacement detection Hall element is matched with the displacement detection permanent magnet. 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.
Compared with the prior art, the beneficial effects of the utility model are that:
the central transmission sensing variable-speed electric drive system adopting the technical scheme has a novel structure and is ingenious in design, and if the real-time power measured by the sensing transmission mechanism is greater than a set power target, the gear shifting synchronizer is in a combined state, and the electric drive system 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 gear shifting synchronizer is in a disconnected state, and the electric drive system is in a low-speed gear; through the mode, not only possess the advantage of putting the formula structure in, can carry out automatic gearshift's function according to the real-time power condition moreover, make electronic two wheeler can be according to the resistance condition, and the actual operating mode and the motor operating mode of traveling are matchd to the self-adaptation, not only make electronic two wheeler have powerful climbing and heavy load ability, make the motor be in all the time on the high-efficient platform moreover, improved the efficiency of motor under climbing and the heavy load condition greatly, reduced the motor energy consumption.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the engagement of the power mechanism, the variable transmission mechanism and the spindle;
FIG. 3 is a schematic diagram of the fit relationship of the transmission sensing mechanism, the main shaft and the power take-off sleeve;
FIG. 4 is a schematic illustration of a shift synchronizer;
fig. 5 is a schematic diagram 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 central transmission sensing variable speed electric drive system mainly comprises a power mechanism, a variable speed transmission mechanism, a transmission sensing mechanism, a main shaft 1 and a power output sleeve 2 synchronously and rotatably sleeved on the main shaft 1, wherein the transmission sensing mechanism is positioned on one side of the power output sleeve 2, and the power mechanism and the variable speed transmission mechanism are positioned on the other side of the power output sleeve 2, so that a central structure is formed.
Referring to fig. 1 and 2, the speed change transmission mechanism includes a gear shifting and speed reducing assembly, a gear shifting synchronizer 4, an overrunning clutch 9 and a power input element 3 which are all sleeved on a main shaft 1, the overrunning clutch 9 and the power input element 3 are respectively positioned at two sides of the gear shifting synchronizer 4, the power input element 3 can rotate relative to the main shaft 1, an inner core wheel 9c of the overrunning clutch 9 rotates synchronously with the main shaft 1, and the gear shifting synchronizer 4 can be combined with or separated from the power input element 3 under the action of a gear shifting fork.
When the gear shifting synchronizer 4 is combined with the power input element 3, the overrunning clutch 9 is in an overrunning state, and the power output by the power mechanism is transmitted to the main shaft 1 through the power input element 3 and the gear shifting synchronizer 4 in sequence and is finally output by the power output sleeve 2; when the gear shifting synchronizer 4 is separated from the power input element 3, the overrunning clutch 9 is in a combined state, and the power output by the power mechanism is transmitted to the main shaft 1 through the power input element 3, the gear shifting and speed reducing assembly and the overrunning clutch 9 in sequence and is finally output by the power output sleeve 2.
Referring to fig. 2 and 4, the shifting synchronizer 4 includes a high-speed gear coupling sleeve 4a rotating synchronously with the power input element 3, a synchronizer spline hub 4c rotating synchronously and sleeved on the main shaft 1, 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 which are sequentially sleeved radially outwards, the 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 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, high-speed fender friction outer plate 4e includes integrated into one piece's installation department and inclined plane cooperation portion, and the installation department is annular sheet structure to the suit is on synchronous ware spline hub 4c, and inclined plane cooperation portion is the cylinder structure that leans out the extension from the installation department outer fringe, and its diameter is towards the direction that keeps away from the installation department crescent, and the both sides face of inclined plane cooperation portion respectively with the inclined plane cooperation that high-speed fender friction inner plate 4k and high-speed fender synchronizer ring 4f correspond.
The end face of one side of the synchronizer spline hub 4c close to the high-speed gear combination sleeve 4a is concavely formed with a friction structure mounting cavity 4c1, and the high-speed gear friction outer sheet 4e, the high-speed gear friction inner sheet 4k and the high-speed gear synchronizing ring 4f are all partially positioned in the friction structure mounting cavity 4c 1.
Referring to fig. 1 and 2, the power mechanism includes a motor 7 and an input reduction assembly, the input reduction assembly includes a first gear shaft 10 coaxially rotating with a motor shaft 7a of the motor 7 through a coupling sleeve 8, a second gear shaft 11 parallel to the first gear shaft 10, and a reduction primary driven gear 12 synchronously rotatably sleeved on the second gear shaft 11, the first gear shaft 10 has a reduction primary driving tooth 10a engaged with the reduction primary driven gear 12, the second gear shaft 11 has a reduction secondary driving tooth 11a, and the power input element 3 has a reduction secondary driven tooth 3a engaged with the reduction secondary driving tooth 11 a. Wherein, first gear shaft 10 all inserts in the shaft coupling 8 with motor shaft 7a to all with shaft coupling 8 spline fit, simple reliable, easily the assembly.
Referring to fig. 1 and 2, the gear shifting and speed reducing assembly includes a countershaft 5 parallel to the main shaft 1 and a low-speed primary driven gear 6 synchronously rotatably sleeved on the countershaft 5, the power input element 3 is provided with a low-speed primary driving tooth 3b engaged with the low-speed primary driven gear 6, the countershaft 5 is provided with a low-speed secondary driving tooth 5a, and an outer ring 9a of the overrunning clutch 9 is provided with a low-speed secondary driven tooth 9b engaged with the low-speed secondary driving tooth 5 a.
The central position of the power input element 3 is a power input sleeve 3c, the speed reduction secondary driven tooth 3a and the low-speed primary driving tooth 3b are both formed on the power input sleeve 3c to form a duplex gear structure, and the high-speed gear combination sleeve 4a is synchronously and rotatably sleeved on the power input sleeve 3c, particularly, the high-speed gear combination sleeve 4a is in spline fit with the power input sleeve 3c, so that the dual-gear transmission mechanism is simple and reliable.
Referring to fig. 2 and 5, the rolling elements distributed along the outer periphery of each inner core wheel 9c are composed of thick rolling elements 9d and thin rolling elements 9e which are alternately arranged, two opposite retainers 9f are arranged on the outer peripheral surface of the inner core wheel 9c, a ring of annular grooves 9f1 are formed in the inner wall of each retainer 9f, and both ends of each thin rolling element 9e are slidably inserted into the corresponding annular grooves 9f 1.
The inner core wheel 9c is provided on the outer periphery thereof with external teeth 9c1 corresponding to the thick rolling elements 9d, and the number of internal splines of the inner core wheel 9c is twice the number of internal teeth 9c 1. The installation and debugging are convenient, so that the problem that the inner rings are not synchronous is solved.
The external teeth 9c1 include a top arc section 9c12, and a short side section 9c11 and a long side section 9c13 respectively located at two sides of the top arc section 9c12, the short side section 9c11 is an inwardly concave arc structure, the long side section 9c13 is an outwardly convex arc structure, and the curvature of the short side section 9c11 is smaller than that of the long side section 9c 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 1 and 3, the transmission sensing mechanism includes a transmission sensing mounting sleeve 13 rotatably sleeved on the main shaft 1, a transmission sensing cam sleeve 14 sleeved on the transmission sensing mounting sleeve 13, an elastic reset element 18 for driving the transmission sensing cam sleeve 14 to approach the power output sleeve 2, and a detection device for detecting real-time power, a screw transmission pair is formed between the transmission sensing cam sleeve 14 and the transmission sensing mounting sleeve 13 and can slide axially along the transmission sensing mounting sleeve 13, and end faces of the power output sleeve 2 and the transmission sensing cam sleeve 14 at ends adjacent to each other are cam profiles to form end face cam cooperation together. The outer wall of the transmission sensing installation sleeve 13 is provided with an outer spiral raceway, a plurality of balls are arranged in the outer spiral raceway, the inner wall of the transmission sensing cam sleeve 14 is provided with an inner spiral raceway matched with the outer spiral raceway, and the balls can roll in the outer spiral raceway and the inner spiral raceway so as to ensure the stability of axial sliding.
The detection device comprises a rotating speed detection permanent magnet 15 and a displacement detection permanent magnet 16 which are both arranged on the transmission sensing cam sleeve 14, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the transmission sensing box body, wherein the rotating speed detection Hall element is matched with the rotating speed detection permanent magnet 15, and the displacement detection Hall element is matched with the displacement detection permanent magnet 16. And real-time power can be calculated through the acquired rotating speed and displacement data.
In addition, in order to ensure the stability of power output of the power output sleeve 2, the power output sleeve 2 is in spline fit with the main shaft 1, and a needle bearing 17 is arranged between the power output sleeve 2 and the transmission sensing mounting sleeve 13.
High-speed gear transmission route: the motor 7 → the sleeve 8 → the first gear shaft 10 → the reduction-speed one-stage driven gear 12 → the second gear shaft 11 → the power input member 3 → the shifting synchronizer 4 → the main shaft 1 → the output sleeve 2.
Low-speed gear transmission route: the motor 7 → the sleeve 8 → the first gear shaft 10 → the first-stage reduction driven gear 12 → the second gear shaft 11 → the power input member 3 → the first-stage low-speed driven gear 6 → the counter shaft 5 → the overrunning clutch 9 → the main shaft 1 → the output sleeve 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. The utility model provides a central formula transmission sensing variable speed electric drive system, includes power unit, variable speed drive mechanism, transmission sensing mechanism, main shaft (1) and synchronous rotation ground suit power take off cover (2) on main shaft (1), its characterized in that: the transmission sensing mechanism is positioned on one side of the power output sleeve (2), and the power mechanism and the variable speed transmission mechanism are positioned on the other side of the power output sleeve (2);
the variable-speed transmission mechanism comprises a gear shifting and speed reducing assembly, a gear shifting synchronizer (4), an overrunning clutch (9) and a power input element (3), wherein the gear shifting synchronizer (4), the overrunning clutch (9) and the power input element (3) are sleeved on the main shaft (1) respectively and are positioned on two sides of the gear shifting synchronizer (4), the power input element (3) can rotate relative to the main shaft (1), an inner core wheel (9c) of the overrunning clutch (9) rotates synchronously with the main shaft (1), and the gear shifting synchronizer (4) can be combined with or separated from the power input element (3) under the action of a gear shifting fork;
when the gear shifting synchronizer (4) is combined with the power input element (3), the overrunning clutch (9) is in an overrunning state, and the power output by the power mechanism is transmitted to the main shaft (1) through the power input element (3) and the gear shifting synchronizer (4) in sequence; when the gear shifting synchronizer (4) is separated from the power input element (3), the overrunning clutch (9) is in a combined state, and the power output by the power mechanism is transmitted to the main shaft (1) through the power input element (3), the gear shifting speed reducing assembly and the overrunning clutch (9) in sequence.
2. A mid-drive sensing variable speed electric drive system as set forth in claim 1, wherein: the gear shifting synchronizer (4) comprises a high-speed gear combination sleeve (4a) which synchronously rotates with the power input element (3), a synchronizer spline hub (4c) which is synchronously rotationally sleeved on the main shaft (1) 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, a plurality of synchronizer sliding blocks (4j) which synchronously slide with the synchronizer combination sleeve (4d) are arranged on the periphery of the synchronizer spline hub (4c), and the gear shifting fork 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 mid-drive sensing variable speed electric drive system as set forth 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 mid-drive sensing variable speed electric drive system as set forth in 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 mid-drive sensing variable speed electric drive system as set forth in 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 mid-drive sensing variable speed electric drive system as set forth in claim 1, wherein: the power mechanism comprises a motor (7) and an input speed reduction assembly, the input speed reduction assembly comprises a first gear shaft (10) which coaxially rotates with a motor shaft (7a) of the motor (7) through a coupling sleeve (8), a second gear shaft (11) parallel to the first gear shaft (10) and a speed reduction primary driven gear (12) synchronously and rotatably sleeved on the second gear shaft (11), a speed reduction primary driving tooth (10a) meshed with the speed reduction primary driven gear (12) is arranged on the first gear shaft (10), a speed reduction secondary driving tooth (11a) is arranged on the second gear shaft (11), and a speed reduction secondary driven tooth (3a) meshed with the speed reduction secondary driving tooth (11a) is arranged on the power input element (3).
7. A mid-drive sensing variable speed electric drive system as set forth in claim 1, wherein: the gear-shifting speed-reducing assembly comprises a countershaft (5) parallel to the main shaft (1) and a low-speed primary driven gear (6) synchronously and rotatably sleeved on the countershaft (5), a low-speed primary driving tooth (3b) meshed with the low-speed primary driven gear (6) is arranged on the power input element (3), a low-speed secondary driving tooth (5a) is arranged on the countershaft (5), and a low-speed secondary driven tooth (9b) meshed with the low-speed secondary driving tooth (5a) is arranged on an outer ring (9a) of the overrunning clutch (9).
8. The mid-drive sensing variable speed electric drive system of claim 7, wherein: the rolling bodies distributed along the periphery of each inner core wheel (9c) are composed of thick rolling bodies (9d) and thin rolling bodies (9e) which are alternately arranged, two opposite retainers (9f) are arranged on the peripheral surface of the inner core wheel (9c), a circle of annular groove (9f1) is formed in the inner wall of each retainer (9f), and two ends of each thin rolling body (9e) are respectively and slidably inserted into the corresponding annular grooves (9f 1).
9. A mid-drive sensing variable speed electric drive system as set forth in claim 1, wherein: the transmission sensing mechanism comprises a transmission sensing installation sleeve (13) rotatably sleeved on the main shaft (1), a transmission sensing cam sleeve (14) sleeved on the transmission sensing installation sleeve (13), an elastic reset element (18) used for driving the transmission sensing cam sleeve (14) to be close to the power output sleeve (2) and a detection device used for detecting real-time power, wherein a spiral transmission pair is formed between the transmission sensing cam sleeve (14) and the transmission sensing installation sleeve (13) and can axially slide along the transmission sensing installation sleeve (13), and the end face, close to each other, of one end of the power output sleeve (2) and the end face, close to the transmission sensing cam sleeve (14), of the power output sleeve is a cam profile so as to jointly form end face cam matching.
10. A mid-drive sensing variable speed electric drive system as set forth in claim 9, wherein: the detection device comprises a rotating speed detection permanent magnet (15) and a displacement detection permanent magnet (16) which are both arranged on a transmission sensing cam sleeve (14), and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on a transmission sensing box body, wherein the rotating speed detection Hall element is matched with the rotating speed detection permanent magnet (15), and the displacement detection Hall element is matched with the displacement detection permanent magnet (16).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023054635.XU CN214189988U (en) | 2020-12-16 | 2020-12-16 | Middle-mounted transmission sensing variable speed electric drive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023054635.XU CN214189988U (en) | 2020-12-16 | 2020-12-16 | Middle-mounted transmission sensing variable speed electric drive system |
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| CN214189988U true CN214189988U (en) | 2021-09-14 |
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