CN214189990U - Central wheel core driven electric drive automatic speed changing system - Google Patents
Central wheel core driven electric drive automatic speed changing system Download PDFInfo
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- CN214189990U CN214189990U CN202023054884.9U CN202023054884U CN214189990U CN 214189990 U CN214189990 U CN 214189990U CN 202023054884 U CN202023054884 U CN 202023054884U CN 214189990 U CN214189990 U CN 214189990U
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Abstract
The utility model discloses a central wheel core drive electric drive automatic speed changing system, including power input mechanism, drive wheel, set up at the epaxial drive mechanism of shifting of outer jackshaft, through chain drive assembly and the epaxial speed reduction output mechanism of wheel installation of taking turns of the interior jackshaft of taking turns of outer jackshaft and setting, the drive mechanism of shifting includes unilateral synchronizer, freewheel clutch and speed reduction subassembly. Scheme more than adopting, add speed reduction output mechanism in the wheel core position of drive wheel, the reduction ratio has been increased, thereby can adopt high-speed motor as the drive, the motor efficiency has been improved by a wide margin, the continuation of the journey mileage has been increased, keep chain drive's mode simultaneously, can cushion the impact of two wheeler acceleration and deceleration, it causes the distance change between the sprocket to vibrate from top to bottom to reduce the suspension, 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 motor efficiency.
Description
Technical Field
The utility model relates to a two wheeler electric drive system technical field, concretely relates to well formula wheel core drive electric drive automatic speed changing system.
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 central wheel core driving electric driving automatic speed changing system.
The technical scheme is as follows:
a central wheel core driven electrically-driven automatic speed change system is characterized by comprising a power input mechanism, a driving wheel, a gear shifting transmission mechanism arranged on an external intermediate shaft, an internal intermediate shaft connected with the external intermediate shaft through a chain transmission assembly and a speed reduction output mechanism arranged on a wheel mounting shaft, wherein the power input mechanism transmits power to the speed reduction output mechanism through the external intermediate shaft, the gear shifting transmission mechanism, the chain transmission assembly and the internal intermediate shaft in sequence, and the speed reduction output mechanism drives the driving wheel to rotate;
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 an outer wheel intermediate 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 and the outer wheel intermediate shaft synchronously rotate, a power output sleeve, a driving sprocket of a chain transmission assembly and an inner core wheel of the overrunning clutch synchronously rotate, 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 outer intermediate 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 power output by the outer intermediate shaft of the wheel is transmitted to the power output sleeve through the speed reduction assembly and the overrunning clutch in sequence.
Structure more than adopting, the position that power input mechanism and gear shift drive mechanism set up is unchangeable, add speed reduction output mechanism 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 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 synchronizer comprises a synchronizer hub, a synchronizer hub and a synchronizer coupling sleeve, wherein the synchronizer hub is synchronously rotated with an inner core wheel, the synchronizer hub is sleeved on an outer intermediate shaft in a synchronous rotating mode, the synchronizer coupling 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 synchronizing ring which are sequentially sleeved outwards in the radial direction, a plurality of synchronizer sliding blocks which synchronously slide with the synchronizer coupling sleeve are arranged on the periphery of the synchronizer hub, and the shifting fork can drive the synchronizer coupling 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.
Preferably, the method comprises the following steps: the power output cover transmits power to the chain transmission assembly through the transmission sensing mechanism, the driving chain wheel comprises a chain wheel sleeve which is rotatably sleeved on the outer intermediate shaft of the wheel and a chain wheel body which is formed on the chain wheel sleeve, the transmission sensing mechanism comprises a transmission sensing cam sleeve which is sleeved on the chain wheel sleeve, an elastic reset element which is used for driving the transmission sensing cam sleeve to be close to the power output sleeve and a detection device which is used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve and the chain wheel sleeve and can slide along the axial direction of the chain wheel sleeve, and the adjacent end faces of the power output sleeve and the transmission sensing cam sleeve form end face cam matching. 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, an input first-stage driving gear, an input shaft, an input first-stage driven gear and an input second-stage driven gear, wherein the input first-stage driving gear rotates synchronously with a motor shaft of the driving motor, the input shaft is parallel to an outer-wheel middle shaft and the motor shaft, the input first-stage driven gear is sleeved on the input shaft in a synchronous rotating mode, the input second-stage driven gear is sleeved on the outer-wheel middle shaft in a synchronous rotating mode, 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. By adopting the structure, power input and speed 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 outer intermediate shaft, a speed reduction primary driven gear and a speed reduction secondary driving gear, wherein the speed reduction primary driven gear and the speed reduction secondary driving gear are sleeved on the speed reduction shaft in a synchronous rotating mode, the speed reduction primary driven gear is meshed with the speed reduction primary driving gear, and the speed reduction secondary driving gear is meshed with a speed reduction secondary driven gear arranged on an outer ring of the overrunning clutch. With the above structure, the reduction transmission can be stably and reliably realized.
Preferably, the method comprises the following steps: the speed reduction output mechanism comprises an output first-stage driving gear, an output shaft, an output first-stage driven gear, a rotating output element and an output second-stage driven gear, wherein the output first-stage driving gear is sleeved on the in-wheel intermediate shaft in a synchronous rotating mode, the output shaft is parallel to the in-wheel intermediate shaft and a wheel installation shaft, the output first-stage driven gear is sleeved on the output shaft in a synchronous rotating mode, the rotating output element is sleeved on the wheel installation shaft in a rotating mode, the output second-stage driven gear is sleeved on the rotating output element in a synchronous rotating mode, the first-stage driving gear is meshed with the output first-stage driven gear, a second-stage driving gear meshed with the output second-stage driven gear is arranged on the output shaft, and the rotating output element can drive a driving wheel to rotate synchronously with the driving wheel. By adopting the structure, the speed reduction transmission and the power output can be stably and reliably realized.
Compared with the prior art, the beneficial effects of the utility model are that:
technical scheme's a central wheel core drive electric drive automatic speed changing system more than adopting, novel structure, design benefit, add speed reduction output mechanism 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 the 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 suspension system again and vibrate the distance change that causes between the sprocket from top to bottom, and, can realize two grades of shifting, not only make the electric 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 further been improved, the motor energy consumption has been 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 central wheel core driven electrically-driven automatic transmission system mainly includes a power input mechanism, a driving wheel 2, a shift transmission mechanism disposed on an external intermediate shaft 3, an internal intermediate shaft 16 connected to the external intermediate shaft 3 through a chain transmission assembly, and a speed reduction output mechanism disposed on a wheel mounting shaft 17, wherein the power input mechanism sequentially passes through the external intermediate shaft 3, the shift transmission mechanism, the chain transmission assembly, and the internal intermediate shaft 16 to transmit power to the speed reduction output mechanism, and the speed reduction output mechanism drives the driving wheel 2 to rotate.
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 a speed reducing first-level driving gear 6 of the speed reducing assembly are sleeved on an outer-wheel intermediate shaft 3, 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 outer-wheel intermediate shaft 3 synchronously rotate, a power output sleeve 18, a driving chain wheel 7 of the chain transmission assembly and an inner core wheel 15c of the overrunning clutch 15 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 outer intermediate shaft 3 is transmitted to the power output sleeve 18 through the unilateral 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 off-wheel intermediate shaft 3 is transmitted to the power output sleeve 18 through the speed reducing component and the overrunning clutch 15 in sequence.
In this embodiment, drive wheel 2 includes wheel hub and the tire of setting on wheel hub, and wheel hub's central point puts and is provided with the transmission structure installation cavity, and the axis of rotation of in-wheel jackshaft 16 and wheel installation axle 17 is unanimous, and the both sides wall in transmission structure installation cavity is worn out respectively to the one end of keeping away from each other, and speed reduction output mechanism installs in the transmission structure installation cavity.
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 sleeved on the outer intermediate shaft 3 synchronously rotating, and a synchronizer coupling sleeve 4d sleeved on the synchronizer spline hub 4c synchronously rotating, 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 power output sleeve 18 transmits power to the chain transmission assembly through the transmission sensing mechanism, and the chain transmission assembly includes a driving sprocket 7 rotatably sleeved on the outer intermediate shaft 3, a driven sprocket 27 synchronously rotatably sleeved on the inner intermediate shaft 16, and a chain 28 connecting the driving sprocket 7 and the driven sprocket 27.
The driving chain wheel 7 comprises a chain wheel sleeve 7a which is rotatably sleeved on the outer intermediate shaft 3 and a chain wheel body 7b which is formed on the chain wheel sleeve 7a, the transmission sensing mechanism comprises a transmission sensing cam sleeve 8 which is sleeved on the chain wheel sleeve 7a, an elastic reset element 10 which is used for driving the transmission sensing cam sleeve 8 to be close to the power output sleeve 18 and a detection device which is used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve 8 and the chain wheel sleeve 7a and can slide along the axial direction of the chain wheel sleeve 7a, 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 an inner spiral raceway and an outer spiral raceway, wherein the inner spiral raceway is distributed on the inner wall of the transmission sensing cam sleeve 8 along the circumferential direction, the outer spiral raceway is distributed on the outer wall of the chain wheel sleeve 7a 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 the corresponding outer spiral raceway. When the transmission sensing cam sleeve 8 rotates relative to the sprocket sleeve 7a, it can move axially relative to the sprocket sleeve 7 a.
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. Detection device can acquire accurate rotational speed and displacement information, can accurately learn the real-time power of taking turns outer jackshaft 3 according to rotational speed and displacement information, when real-time power is less than the power target, can initiatively shift into the low gear from the high gear, when real-time power is greater than the power target, can initiatively shift into the high gear from the low gear.
Referring to fig. 1, the power input mechanism includes a driving motor 1, an input first-stage driving gear 11 rotating synchronously with a motor shaft 1a of the driving motor 1, an input shaft 12 parallel to the off-wheel intermediate shaft 3 and the motor shaft 1a, an input first-stage driven gear 13 synchronously rotatably fitted over the input shaft 12, and an input second-stage driven gear 14 synchronously rotatably fitted over the off-wheel intermediate shaft 3, the input first-stage driving gear 11 is engaged with the input first-stage driven gear 13, and an input second-stage driving gear 12a engaged 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 off-wheel intermediate shaft 3, 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 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 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.
Referring to fig. 1, the speed reduction output mechanism includes an output first-stage driving gear 22 synchronously rotatably fitted over the in-wheel intermediate shaft 16, an output shaft 23 parallel to both the in-wheel intermediate shaft 16 and the wheel mounting shaft 17, an output first-stage driven gear 24 synchronously rotatably fitted over the output shaft 23, a rotary output element 25 rotatably fitted over the wheel mounting shaft 17, and an output second-stage driven gear 26 synchronously rotatably fitted over the rotary output element 25, the first-stage driving gear 22 is engaged with the output first-stage driven gear 24, the output shaft 23 has a second-stage driving gear 23a engaged with the output second-stage driven gear 26, and the rotary output element 25 can drive the driving wheel 2 to rotate synchronously therewith.
In this embodiment, the rotary output member 25 is a flange plate which is securely mounted on the drive wheel 2 and spline-fitted with the output secondary driven gear 26.
High-speed gear transmission route: the drive motor 1 → the input primary drive gear 11 → the input primary driven gear 13 → the input shaft 12 → the input secondary driven gear 14 → the out-of-wheel intermediate shaft 3 → the one-side synchronizer 4 → the inner core wheel 15c → the power output sleeve 18 → the drive sensing cam sleeve 8 → the drive sprocket 7 → the chain 28 → the driven sprocket 27 → the in-wheel intermediate shaft 16 → the output primary drive gear 22 → the output primary driven gear 24 → the output shaft 23 → the output secondary driven gear 26 → the rotational output element 25 → 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 out-of-wheel intermediate shaft 3 → 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 sprocket 7 → the chain 28 → the driven sprocket 27 → the in-wheel intermediate shaft 16 → the output first-stage drive gear 22 → the output first-stage driven gear 24 → the output shaft 23 → the output second-stage driven gear 26 → the rotary output element 25 → 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 central wheel core driving electric drive automatic speed changing system is characterized in that: the power transmission device comprises a power input mechanism, a driving wheel (2), a gear shifting transmission mechanism arranged on an outer intermediate shaft (3), an inner intermediate shaft (16) connected with the outer intermediate shaft (3) through a chain transmission assembly and a speed reduction output mechanism arranged on a wheel mounting shaft (17), wherein the power input mechanism transmits power to the speed reduction output mechanism through the outer intermediate shaft (3), the gear shifting transmission mechanism, the chain transmission assembly and the inner intermediate shaft (16) in sequence, and the speed reduction output mechanism drives the driving wheel (2) to rotate;
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 an outer wheel intermediate shaft (3), 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 outer wheel intermediate shaft (3) synchronously rotate, a power output sleeve (18), a driving chain wheel (7) of the chain transmission assembly and an inner core wheel (15c) of the overrunning clutch (15) 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 a overrunning state, and the power output by the wheel outer intermediate shaft (3) is transmitted to the power output sleeve (18) through the unilateral 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 outer intermediate shaft (3) is transmitted to the power output sleeve (18) through the speed reduction assembly and the overrunning clutch (15) in sequence.
2. The 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 an outer intermediate 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 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. The center wheel drive electric drive automatic transmission system according to claim 2, 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.
4. A center wheel drive electric drive automatic transmission system according to claim 3, characterized in that: 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 center wheel drive electric drive automatic transmission system according to claim 3, characterized in that: 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. The center wheel drive electric drive automatic transmission system according to claim 1, characterized in that: the chain drive assembly is given power transmission to power output sleeve (18) through transmission sensing mechanism, drive sprocket (7) including rotationally the suit sprocket cover (7a) on outer jackshaft (3) of wheel and sprocket body (7b) of shaping on sprocket cover (7a), transmission sensing mechanism is including the transmission sensing cam cover (8) of suit on sprocket cover (7a), be used for driving transmission sensing cam cover (8) and be close to elasticity reset element (10) of power output sleeve (18) and be used for detecting real-time power's detection device, form the screw drive between transmission sensing cam cover (8) and sprocket cover (7a) and vice to can follow sprocket cover (7a) axial slip, the adjacent terminal surface constitution end face cam cooperation of power output sleeve (18) and transmission sensing cam cover (8).
7. The center wheel drive electric drive automatic transmission system according to claim 6, 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.
8. The center wheel drive electric drive automatic transmission system according to claim 1, characterized in that: the power input mechanism comprises a driving motor (1), an input first-stage driving gear (11) rotating synchronously with a motor shaft (1a) of the driving motor (1), an input shaft (12) parallel to an off-wheel intermediate shaft (3) and the motor shaft (1a), an input first-stage driven gear (13) sleeved on the input shaft (12) in a synchronous rotating mode and an input second-stage driven gear (14) sleeved on the off-wheel intermediate shaft (3) in a synchronous rotating mode, 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).
9. The 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 outer intermediate shaft (3), a speed reduction primary driven gear (20) and a speed reduction secondary driving gear (21), wherein the speed reduction primary driven gear (20) and the speed reduction secondary driving gear (21) are synchronously and rotatably sleeved on the speed reduction shaft (19), the speed reduction primary driven gear (20) is meshed with the speed reduction primary driving gear (6), and the speed reduction secondary driving gear (21) is meshed with a speed reduction secondary driven gear (15b) arranged on an outer ring (15a) of the overrunning clutch (15).
10. The center wheel drive electric drive automatic transmission system according to claim 1, characterized in that: the speed reduction output mechanism comprises an output first-stage driving gear (22) which is synchronously and rotatably sleeved on the in-wheel intermediate shaft (16), an output shaft (23) which is parallel to the in-wheel intermediate shaft (16) and the wheel mounting shaft (17), an output first-stage driven gear (24) which is synchronously and rotatably sleeved on the output shaft (23), a rotary output element (25) which is rotatably sleeved on the wheel mounting shaft (17), and an output second-stage driven gear (26) which is synchronously and rotatably sleeved on the rotary output element (25), wherein the output first-stage driving gear (22) is meshed with the output first-stage driven gear (24), a second-stage driving tooth (23a) which is meshed with the output second-stage driven gear (26) is arranged on the output shaft (23), and the rotary output element (25) can drive the driving wheel (2) to synchronously rotate with the rotary output element.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023054884.9U CN214189990U (en) | 2020-12-16 | 2020-12-16 | Central wheel core driven electric drive automatic speed changing system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023054884.9U CN214189990U (en) | 2020-12-16 | 2020-12-16 | Central wheel core driven electric drive automatic speed changing system |
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| CN214189990U true CN214189990U (en) | 2021-09-14 |
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| CN202023054884.9U Active CN214189990U (en) | 2020-12-16 | 2020-12-16 | Central wheel core driven electric drive automatic speed changing system |
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| CN (1) | CN214189990U (en) |
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