CN214189991U - Central driving transmission sensing automatic speed changing electric driving hub - Google Patents
Central driving transmission sensing automatic speed changing electric driving hub Download PDFInfo
- Publication number
- CN214189991U CN214189991U CN202023055007.3U CN202023055007U CN214189991U CN 214189991 U CN214189991 U CN 214189991U CN 202023055007 U CN202023055007 U CN 202023055007U CN 214189991 U CN214189991 U CN 214189991U
- Authority
- CN
- China
- Prior art keywords
- speed
- gear
- transmission
- synchronizer
- sleeve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Abstract
The utility model discloses a central drive transmission sensing automatic speed changing electric drive wheel hub, including the wheel, including a 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 power take off part on the transmission shaft, and power take off part suit is on the transmission shaft to rotate with the wheel synchronization, gearshift is including shifting synchronizer and speed reduction subassembly, and the synchronizer suit of shifting is on the transmission shaft, and can combine with power take off part or speed reduction subassembly 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 drive transmission sensing automatic speed change 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. It is urgent to solve the above problems.
SUMMERY OF THE UTILITY MODEL
For solving the technical problem above, the utility model provides a central drive transmission sensing automatic speed changing electric drive wheel hub.
The technical scheme is as follows:
the utility model provides a central authorities drive transmission sensing automatic speed change 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 and a speed reducing assembly, the gear shifting synchronizer is sleeved on the transmission shaft and can be combined with the power output assembly or the speed reducing assembly under the action of a gear shifting fork;
when the gear shifting synchronizer is combined with the power output component, the power output by the transmission shaft is transmitted to the power output component through the gear shifting synchronizer; when the gear shifting synchronizer is combined with the speed reducing assembly, the power output by the transmission shaft is transmitted to the speed reducing assembly through the gear shifting synchronizer and then transmitted to the power output component through the speed reducing assembly.
By adopting the structure, if the real-time power measured by the sensing transmission mechanism is greater than the set power target, the gear shifting synchronizer is combined with the power output part, and the power output by the transmission shaft is transmitted to the power output part through the gear shifting synchronizer; if the real-time power measured by the sensing transmission mechanism is smaller than a set power target, the gear shifting synchronizer is combined with the speed reducing assembly, and the power output by the transmission shaft is transmitted to the speed reducing assembly through the gear shifting synchronizer and then transmitted to the power output part through the speed reducing assembly; the gear shifting synchronizer is in a neutral gear when not combined with the power output component and the speed reducing component; 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 synchronously rotating with the power output part, a low-speed gear combination sleeve synchronously rotating with a speed reduction first-stage driving gear of the speed reduction assembly, a synchronizer spline hub synchronously rotatably sleeved on the transmission shaft and a synchronizer combination sleeve synchronously rotatably sleeved on the synchronizer spline hub, the speed reduction first-stage driving gear is sleeved on the transmission shaft, one side of the synchronizer spline hub close to the high-speed gear combination sleeve is provided with a high-speed gear friction inner sheet, a high-speed gear friction outer sheet and a high-speed gear synchronous ring which are sequentially sleeved along the radial direction outwards, one side of the synchronizer spline hub close to the low-speed gear combination sleeve is provided with a low-speed gear friction inner sheet, a low-speed gear friction outer sheet and a low-speed gear synchronous ring which are sequentially sleeved along the radial direction outwards, and the periphery of the synchronizer spline hub is provided with a plurality of synchronizer sliders synchronously sliding with the synchronizer combination sleeve, the gear 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 press 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;
when the synchronizer clutch sleeve slides towards the low-speed gear clutch sleeve, the synchronizer slider can drive the low-speed gear synchronizer ring to drive the low-speed gear friction outer piece to compress the low-speed gear friction inner piece on the low-speed gear clutch sleeve, so that the synchronizer clutch sleeve and the low-speed gear clutch sleeve are combined after synchronous rotation.
By adopting the structure, the gear shifting device is ingenious in design, simple and reliable, can be switched among a high-speed gear, a neutral gear and a low-speed gear stably and reliably, and cannot generate the situations of gear shifting clamping stagnation and gear difficult entering.
Preferably, the method comprises the following steps: the two side surfaces of the low-gear friction outer plate are respectively matched with the low-gear friction inner plate and the low-gear synchronizing ring inclined plane, and the two side surfaces of the high-gear friction outer plate are respectively matched with the high-gear friction inner plate and the high-gear synchronizing ring inclined plane. By adopting the structure, the synchronizer coupling sleeve and the high-speed gear coupling sleeve or the low-speed gear coupling sleeve can be more stably, reliably and quickly rotated synchronously.
Preferably, the method comprises the following steps: keep off the outer piece of friction and keep off the outer piece of friction at a high speed and all include integrated into one piece's installation department and inclined plane cooperation portion, the installation department is annular lamellar structure of circle to the suit is on synchronous ware spline hub, inclined plane cooperation portion is for leaning out the cylindrical structure that extends 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 or respectively with the low-speed fender friction inner piece that corresponds and the cooperation of low-speed fender synchronizer ring inclined plane, or respectively with the high-speed fender friction inner piece that corresponds and the cooperation of high-speed fender synchronizer ring inclined plane. By adopting the structure, the installation reliability and the friction inclined plane matching reliability are considered.
Preferably, the method comprises the following steps: the equal sunken shaping of both sides terminal surface of synchronous ware spline hub has the friction structure installation cavity, keep off the outer piece of friction of low-speed gear, keep off the friction inner piece of friction, keep off synchronizer ring, keep off the friction outer piece of friction at a low speed, keep off the friction inner piece and keep off synchronizer ring at a high speed all partly in the friction structure installation cavity that corresponds. 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 power output part comprises a speed reduction secondary driven gear sleeve and a power output sleeve which are all rotatably sleeved on the transmission shaft, the speed reduction secondary driven gear sleeve and the high-speed gear combination sleeve synchronously rotate, and the power output sleeve and the speed reduction secondary driven gear sleeve and the wheels synchronously rotate. By adopting the structure, the power output component is of a split structure, so that the transmission can be stably and reliably carried out, and the assembly is easy.
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 the speed reduction second-stage driven gear sleeve. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the speed reduction secondary driven gear sleeve is matched with a tooth groove of the power output sleeve, and the power output sleeve is matched with a hub spline of the wheel. 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 drive transmission sensing automatic speed changing electric drive wheel hub more than adopting, novel structure, design benefit, easily realize, not only possess the advantage of central authorities ' 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 operating mode 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 climbing and the heavy load condition has been improved greatly, the motor energy consumption is 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 main structural schematic diagram of the transmission sensing mechanism.
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 driving transmission sensing automatic speed changing electric driving wheel hub mainly comprises a wheel 1, a motor 2 and a transmission shaft 3 penetrating through the wheel 1, the motor 2 transmits power to the transmission shaft 3 through the transmission sensing mechanism, the transmission shaft 3 is provided with a gear shifting mechanism and a power output part, the motor 2 and the transmission sensing mechanism are located on one side of the wheel 1, the gear shifting mechanism is located on the other side of the wheel 1, the power output part is sleeved on the transmission shaft 3 and rotates synchronously with the wheel 1, the gear shifting mechanism comprises a gear shifting synchronizer 4 and a speed reducing assembly, the gear shifting synchronizer 4 is sleeved on the transmission shaft 3 and can be combined with the power output part or the speed reducing assembly under the action of a gear shifting fork 5.
When the gear shifting synchronizer 4 is combined with the power output part, the power output by the transmission shaft 3 is transmitted to the power output part through the gear shifting synchronizer 4 and is in a high-speed gear; when the gear shifting synchronizer 4 is combined with the speed reducing assembly, the power output by the transmission shaft 3 is transmitted to the speed reducing assembly through the gear shifting synchronizer 4, and then is transmitted to the power output part through the speed reducing assembly, and is in a low-speed gear; the neutral gear is engaged when the shift synchronizer 4 is not engaged with both the power take off and the speed reduction assembly.
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 power output component, a low-speed gear coupling sleeve 4b rotating synchronously with a first-speed reduction driving gear 6 of the speed reduction assembly, a synchronizer spline hub 4c sleeved on the transmission shaft 3 synchronously and rotationally, and a synchronizer coupling sleeve 4d sleeved on the synchronizer spline hub 4c synchronously and rotationally, the first-speed reduction driving gear 6 is sleeved on the transmission shaft 3, 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 along the radial direction, one side of the synchronizer spline hub 4c close to the low-speed gear coupling sleeve 4b is provided with a low-speed gear friction inner plate 4g, a low-speed gear friction outer plate 4h and a low-speed gear synchronizing ring 4i which are sequentially sleeved along the radial direction, the periphery of the synchronizer spline hub 4c is provided with a plurality of synchronizer sliders 4j which slide 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 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 and are in a high-speed gear; when the synchronizer sleeve 4d slides towards the low-speed gear combining sleeve 4b, the synchronizer slider 4j can drive the low-speed gear synchronizing ring 4i to drive the low-speed gear friction outer piece 4h to press the low-speed gear friction inner piece 4g on the low-speed gear combining sleeve 4b, so that the synchronizer sleeve 4d and the low-speed gear combining sleeve 4b are combined after synchronous rotation and are in a low-speed gear; when the synchronizer sleeve 4d is located at the neutral position, i.e., when the synchronizer sleeve 4d is not engaged with either the high-speed stage coupling sleeve 4a or the low-speed stage coupling sleeve 4b, the power is turned off.
The surfaces of the two sides of the low-gear friction outer plate 4h are respectively matched with the inclined surfaces of the low-gear friction inner plate 4g and the low-gear synchronizing ring 4i, and the surfaces of the two sides of the high-gear friction outer plate 4e are respectively matched with the inclined surfaces of the high-gear friction inner plate 4k and the high-gear synchronizing ring 4 f.
Specifically, the outer peripheral surface of the synchronizer spline hub 4c is provided with a spline hub external spline, and the inner wall of the synchronizer coupling sleeve 4d is provided with a coupling sleeve internal spline adapted to the spline hub external spline, that is, the coupling sleeve internal spline is in spline fit with the spline hub external spline, so that the synchronizer coupling sleeve 4d cannot rotate relative to the synchronizer spline hub 4c and can only slide along the axis of the synchronizer spline hub 4 c. Correspondingly, the outer peripheral surfaces of the low-speed synchronizing ring 4i, the high-speed synchronizing ring 4f, the low-speed coupling sleeve 4b and the high-speed coupling sleeve 4a are provided with coupling external splines which can be in spline fit with the coupling sleeve internal splines.
Further, the outer piece 4h of low-speed fender friction and the outer piece 4e of high-speed fender friction all include integrated into one piece's installation department and inclined plane cooperation portion, the installation department is annular lamellar structure of circle, and the suit is on synchronous ware spline hub 4c, inclined plane cooperation portion is the cylindrical structure that leans out the extension from the installation department outer fringe, its diameter is towards the direction that keeps away from the installation department crescent, and the both sides face of inclined plane cooperation portion or respectively with the friction inner piece 4g of corresponding low-speed fender and the inclined plane cooperation of low-speed fender synchronizer ring 4i, or respectively with the friction inner piece 4k of corresponding high-speed fender and the inclined plane cooperation of high-speed fender synchronizer ring 4 f.
Both sides terminal surface of synchronous ware spline hub 4c all caves in the shaping and has friction structure installation cavity 4c1, and low-speed gear friction outer plate 4h, low-speed gear friction inner plate 4g, low-speed gear synchronizer ring 4i, high-speed gear friction outer plate 4e, high-speed gear friction inner plate 4k and high-speed gear synchronizer ring 4f all partly are located corresponding friction structure installation 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.
The power output part comprises a speed reduction secondary driven gear sleeve 15 and a power output sleeve 16 which are rotatably sleeved on the transmission shaft 3, the speed reduction secondary driven gear sleeve 15 and the high-speed gear combination sleeve 4a rotate synchronously, and the power output sleeve 16, the speed reduction secondary driven gear sleeve 15 and the wheel 1 rotate synchronously.
The speed reduction assembly comprises an auxiliary shaft 17 parallel to the transmission shaft 3, and 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, wherein 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 the speed reduction second-stage driven gear sleeve 15.
The speed reduction secondary driven gear sleeve 15 is matched with a power output sleeve 16 in a tooth groove mode, and the power output sleeve 16 is in spline fit with a hub 1a of the wheel 1.
High-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 shifting synchronizer 4 → the second-stage driven gear sleeve 15 → the power output sleeve 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 transmission sensing cam sleeve 9 → the transmission sensing shaft 7 → the second-stage driven gear 12 → the transmission shaft 3 → the shifting synchronizer 4 → the first-stage driving gear 6 of the reduction speed → the first-stage driven gear 18 of the reduction speed → the counter shaft 17 → the second-stage driving gear 19 of the reduction speed → the second-stage driven gear sleeve 15 of the reduction speed → the power take-off sleeve 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 authorities drive transmission sensing automatic speed change 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) and a speed reducing assembly, wherein the gear shifting synchronizer (4) is sleeved on the transmission shaft (3) and can be combined with the power output assembly or the speed reducing assembly under the action of a gear shifting fork (5);
when the gear shifting synchronizer (4) is combined with the power output component, the power output by the transmission shaft (3) is transmitted to the power output component through the gear shifting synchronizer (4); when the gear shifting synchronizer (4) is combined with the speed reducing assembly, the power output by the transmission shaft (3) is transmitted to the speed reducing assembly through the gear shifting synchronizer (4) and then transmitted to the power output component through the speed reducing assembly.
2. A central drive transmission sensing automatic transmission electric drive hub as claimed in claim 1, wherein: synchronizer (4) of shifting includes that the high-speed that rotates with the synchronization of power take off part closes cover (4a), with the speed reduction one-level driving gear (6) synchronous rotation of speed reduction subassembly low-speed fender that closes cover (4b), synchronous rotation ground suit synchronizer spline hub (4c) on transmission shaft (3) and synchronous rotation ground suit synchronizer that on synchronizer spline hub (4c) combine cover (4d), speed reduction one-level driving gear (6) suit is on transmission shaft (3), synchronizer spline hub (4c) are close to one side that high-speed fender combined cover (4a) and are provided with along radial outside in proper order the high-speed fender friction inner plate (4k) of establishing, high-speed fender friction outer plate (4e) and high-speed fender synchronizer ring (4f), synchronizer spline hub (4c) are close to one side that low-speed kept off combined cover (4b) and are provided with along radial outside in proper order the fender friction inner plate (4g) of establishing, The gear shifting mechanism comprises a low-speed gear friction outer plate (4h) and a low-speed gear synchronizing ring (4i), wherein a plurality of synchronizer sliding blocks (4j) which synchronously slide with a synchronizer coupling sleeve (4d) are arranged on the periphery of a synchronizer spline hub (4c), and the gear shifting fork (5) can drive the synchronizer coupling 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) on 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;
when the synchronizer coupling sleeve (4d) slides towards the low-speed gear coupling sleeve (4b), the synchronizer slider (4j) can drive the low-speed gear synchronizing ring (4i) to drive the low-speed gear friction outer sheet (4h) to press the low-speed gear friction inner sheet (4g) onto the low-speed gear coupling sleeve (4b), so that the synchronizer coupling sleeve (4d) and the low-speed gear coupling sleeve (4b) are combined after synchronous rotation.
3. A central drive transmission sensing automatic transmission electric drive hub as claimed in claim 2, wherein: the two side surfaces of the low-gear friction outer plate (4h) are respectively matched with the low-gear friction inner plate (4g) and the low-gear synchronizing ring (4i) inclined plane, and the two side surfaces of the high-gear friction outer plate (4e) are respectively matched with the high-gear friction inner plate (4k) and the high-gear synchronizing ring (4f) inclined plane.
4. A central drive transmission sensing automatic transmission electric drive hub as claimed in claim 3, wherein: keep off outer piece of friction (4h) of low-speed gear and keep off outer piece of friction (4e) at a high speed and all include integrated into one piece's installation department and inclined plane cooperation portion, the installation department is annular lamellar structure of circle 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 or respectively with the low-speed gear friction inner piece (4g) and the synchronizer ring (4i) inclined plane cooperation of low-speed gear that correspond, or respectively with the high-speed gear friction inner piece (4k) and the synchronizer ring (4f) inclined plane cooperation of high-speed gear that correspond.
5. A central drive transmission sensing automatic transmission electric drive hub as claimed in claim 3, wherein: the equal sunken shaping of both sides terminal surface of synchronous ware spline hub (4c) has friction structure installation cavity (4c1), low-speed fender friction outer plate (4h), low-speed fender friction inner plate (4g), low-speed fender synchronizer ring (4i), high-speed fender friction outer plate (4e), high-speed fender friction inner plate (4k) and high-speed fender synchronizer ring (4f) all partly are arranged in corresponding friction structure installation cavity (4c 1).
6. A central drive transmission sensing automatic transmission electric drive 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 drive transmission sensing automatic transmission electric drive hub as claimed in 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 drive transmission sensing automatic transmission electric drive hub as claimed in claim 2, wherein: the power output part comprises a speed reduction secondary driven gear sleeve (15) and a power output sleeve (16) which are both rotatably sleeved on the transmission shaft (3), the speed reduction secondary driven gear sleeve (15) and the high-speed gear combination sleeve (4a) synchronously rotate, and the power output sleeve (16) and the speed reduction secondary driven gear sleeve (15) and the wheel (1) are both synchronously rotated.
9. A central drive transmission sensing automatic transmission electric drive hub as claimed in claim 8, 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 the speed reduction second-stage driven gear sleeve (15).
10. A central drive transmission sensing automatic transmission electric drive hub as claimed in claim 8, wherein: the speed reduction secondary driven gear sleeve (15) is matched with a power output sleeve (16) in a tooth groove mode, and the power output sleeve (16) is in spline fit with a hub (1a) of a wheel (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023055007.3U CN214189991U (en) | 2020-12-16 | 2020-12-16 | Central driving transmission sensing automatic speed changing electric driving hub |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023055007.3U CN214189991U (en) | 2020-12-16 | 2020-12-16 | Central driving transmission sensing automatic speed changing electric driving hub |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214189991U true CN214189991U (en) | 2021-09-14 |
Family
ID=77653726
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202023055007.3U Active CN214189991U (en) | 2020-12-16 | 2020-12-16 | Central driving transmission sensing automatic speed changing electric driving hub |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214189991U (en) |
-
2020
- 2020-12-16 CN CN202023055007.3U patent/CN214189991U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109910604B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed change external motor drive axle | |
| CN109910601B (en) | Mechanical type double-overrunning clutch spindle output self-adaptive automatic speed changing high-speed electric hub | |
| CN110017370B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output | |
| CN109941099B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge with planetary system input | |
| CN110014830B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge with planetary system output | |
| CN109899509B (en) | Self-adaptive automatic speed-changing electric drive system with mechanical double-overrunning clutch main shaft output | |
| CN109895623B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing electric drive axle with planetary system output | |
| CN110203067B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge | |
| CN110043633B (en) | Automatic speed-changing main shaft assembly of double-overrunning clutch main shaft output of planetary system input | |
| CN110030342B (en) | Mechanical double-overrunning clutch self-adaptive automatic transmission with planetary system output | |
| CN110014826B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing electric drive axle with planetary system input | |
| CN109910602B (en) | Mechanical type double-overrunning clutch spindle output self-adaptive automatic speed change electric hub | |
| CN109973626B (en) | Self-adaptive automatic speed-changing main shaft assembly of mechanical double-overrunning clutch main shaft output | |
| CN110030355B (en) | Self-adaptive automatic transmission with planetary system input and double overrunning clutch main shaft output | |
| CN214189991U (en) | Central driving transmission sensing automatic speed changing electric driving hub | |
| CN111152649B (en) | Dual-motor driven intelligent transmission speed change system | |
| CN214189985U (en) | Central transmission sensing automatic gear shifting electric drive system | |
| CN112591006A (en) | Central driving transmission sensing automatic speed changing electric driving hub | |
| CN214189987U (en) | Central electric drive transmission sensing variable speed electric drive hub | |
| CN214189988U (en) | Middle-mounted transmission sensing variable speed electric drive system | |
| CN201246459Y (en) | Automobile speed variator energy-saving apparatus | |
| CN203554184U (en) | Automobile pure electric driving system based on three-gear AMT | |
| CN112498568A (en) | Central transmission sensing automatic gear shifting electric drive system | |
| CN112623104A (en) | Central electric drive transmission sensing variable speed electric drive hub | |
| CN212225897U (en) | Non-impact gear transmission |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |