CN214189993U - A mid-mounted chain drive wheel core drive electric drive automatic transmission system - Google Patents
A mid-mounted chain drive wheel core drive electric drive automatic transmission system Download PDFInfo
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- CN214189993U CN214189993U CN202023055773.XU CN202023055773U CN214189993U CN 214189993 U CN214189993 U CN 214189993U CN 202023055773 U CN202023055773 U CN 202023055773U CN 214189993 U CN214189993 U CN 214189993U
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Abstract
本实用新型公开了一种中置式链传动轮芯驱动电驱动自动变速系统，包括动力输入机构、驱动轮、设置在轮外中间轴上的减速输入机构、通过链条传动组件与轮外中间轴连接的车轮安装轴以及均设置在车轮安装轴上的换挡传动机构和动力输出部件，换挡传动机构包括双侧同步器和减速组件，双侧同步器能够与动力输出部件或减速组件结合。采用以上方案，增大了减速比，从而能够采用高速电机作为驱动，提高了电机效率，增加了续航里程，同时保留链条传动的方式，可以缓冲两轮车加减速的冲击，减小悬挂系统上下震荡造成链轮之间的距离变化，并且能够实现两挡换挡，不仅使电动两轮车具有强大的爬坡和重载能力，而且使电机能够始终处于高效平台上。
The utility model discloses a middle-mounted chain drive wheel core driving electric drive automatic speed change system, which comprises a power input mechanism, a driving wheel, a deceleration input mechanism arranged on an outer intermediate shaft of the wheel, and is connected with the outer intermediate shaft of the wheel through a chain transmission component The wheel mounting shaft and the shifting transmission mechanism and the power output component are both arranged on the wheel mounting axis. The shifting transmission mechanism includes a double-side synchronizer and a reduction component, and the double-side synchronizer can be combined with the power output component or the reduction component. By adopting the above scheme, the reduction ratio is increased, so that a high-speed motor can be used as the drive, the motor efficiency is improved, and the cruising range is increased. The shock causes the distance between the sprockets to change, and it can realize two-speed shifting, which not only makes the electric two-wheeled vehicle have strong climbing and heavy-duty capabilities, but also enables the motor to always be on a high-efficiency platform.
Description
Technical Field
The utility model relates to a two wheeler electric drive system technical field, concretely relates to central formula chain drive wheel core drive electric drive automatic speed change 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 chain drive wheel core drive electric drive automatic speed change system.
The technical scheme is as follows:
a central chain transmission wheel core driving electric drive automatic speed changing system is characterized by comprising a power input mechanism, a driving wheel, a speed reduction input mechanism arranged on an outer wheel intermediate shaft, a wheel mounting shaft connected with the outer wheel intermediate shaft through a chain transmission assembly, and a gear shifting transmission mechanism and a power output part which are arranged on the wheel mounting shaft, wherein the driving wheel is sleeved on the wheel mounting shaft;
the gear shifting transmission mechanism comprises a bilateral synchronizer and a speed reducing assembly, the bilateral synchronizer is sleeved on the wheel mounting shaft and can be combined with the power output component or the speed reducing assembly under the action of the gear shifting fork;
when the synchronizer at the two sides is combined with the power output part, the power output by the intermediate shaft outside the wheel is transmitted to the power output part through the synchronizer at the two sides; when the synchronizer on the two sides is combined with the speed reducing component, the power output by the intermediate shaft outside the wheel is transmitted to the speed reducing component through the synchronizer on the two sides and then transmitted to the power output part through the speed reducing component.
Structure more than adopting, set up power input mechanism and speed reduction input mechanism at original two wheeler intermediate position, add the drive mechanism of shifting in the wheel core position of drive wheel, the speed reduction transmission route has been prolonged, the reduction ratio has been increased, thereby can adopt high-speed motor as the drive, make the motor be in on high-efficient output platform, the motor efficiency has been improved by a wide margin, the mileage of continuing a journey has been increased, keep chain drive's mode simultaneously, not only can cushion the impact of two wheeler acceleration and deceleration, can reduce the shock from top to bottom of suspension and cause the distance change between the sprocket, and, can realize two grades of shifting, not only make electric two wheeler have powerful climbing and heavy load ability, and make the motor be in on the high-efficient platform all the time, further improved the efficiency of motor under the climbing and the heavy load condition, the motor energy consumption has been reduced.
Preferably, the method comprises the following steps: the double-side synchronizer comprises a high-speed gear combination sleeve synchronously rotating with a power output part, a low-speed gear combination sleeve synchronously rotating with a first-level speed reduction driving gear of a speed reduction assembly, a synchronizer spline hub synchronously rotatably sleeved on an outer intermediate shaft of the gear and a synchronizer combination sleeve synchronously rotatably sleeved on the synchronizer spline hub, the first-level speed reduction driving gear is sleeved on the outer intermediate shaft of the gear, one side of the synchronizer spline hub, which is 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, one side of the synchronizer spline hub, which is 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, and a plurality of synchronizer sliders synchronously sliding with the synchronizer combination sleeve are arranged on the periphery of the synchronizer spline hub, 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 power output part comprises a speed reduction secondary driven gear sleeve and a power output sleeve which are rotatably sleeved on the wheel outer intermediate shaft, the speed reduction secondary driven gear sleeve and the high-speed gear combination sleeve synchronously rotate, and the speed reduction secondary driven gear sleeve drives the driving wheel to synchronously rotate through the power output sleeve and the transmission sensing mechanism. 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 wheel hub of drive wheel rotationally the suit is on the wheel installation axle through installation cooperation cover, transmission sensing mechanism is including the transmission sensing cam cover of suit on installation cooperation cover, be used for driving transmission sensing cam cover and be close to the elasticity reset element of power take off cover and be used for detecting real-time power's detection device, form the screw drive between transmission sensing cam cover and the installation cooperation cover and vice to can follow installation cooperation cover axial slip, the adjacent terminal surface constitution end face cam cooperation of power take off cover and transmission sensing cam cover. 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 larger than a set power target, the double-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 double-side 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 speed reduction assembly comprises a speed reduction shaft parallel to the wheel installation shaft, a speed reduction first-stage driven gear and a speed reduction second-stage driving gear which are sleeved on the speed reduction shaft in a synchronous rotating mode, the speed reduction first-stage driven gear is meshed with the speed reduction first-stage driving gear, and the speed reduction second-stage driving gear is meshed with the speed reduction second-stage driven gear sleeve. By adopting the structure, the utility model has the advantages that,
preferably, the method comprises the following steps: the power input mechanism comprises a driving motor and an input primary driving gear which synchronously rotates with a motor shaft of the driving motor, and the input primary driving gear transmits power to the chain transmission assembly through the speed reduction input mechanism;
the speed reduction input mechanism comprises an input shaft parallel to the outer intermediate shaft of the wheel and a motor shaft, an input first-stage driven gear synchronously rotationally sleeved on the input shaft, a power connecting sleeve rotatably sleeved on the outer intermediate shaft of the wheel and an input second-stage driven gear synchronously rotationally sleeved on the power connecting sleeve, the power connecting sleeve synchronously rotates with a driving chain wheel of the chain transmission assembly, the input first-stage driving gear is meshed with the input first-stage driven gear, and an input second-stage driving gear meshed with the input second-stage driven gear is formed on the input shaft.
With the above structure, power can be stably and reliably input and speed reduction transmission can be realized.
Compared with the prior art, the beneficial effects of the utility model are that:
the central chain transmission wheel core driving electric drive automatic speed changing system adopting the technical scheme has novel structure and ingenious design, the power input mechanism and the speed reduction input mechanism are arranged at the middle position of the original two-wheel vehicle, the gear shifting transmission mechanism is additionally arranged at the wheel core position of the driving wheel, the speed reduction transmission path is prolonged, the speed reduction ratio is increased, so that a high-speed motor can be adopted as the driving, the motor is positioned on a high-efficiency output platform, the motor efficiency is greatly improved, the endurance mileage is increased, simultaneously, the chain transmission mode is kept, the impact of acceleration and deceleration of the two-wheel vehicle can be buffered, the distance change between chain wheels caused by the vertical oscillation of a suspension system can be reduced, in addition, the two-gear shifting can be realized, the electric two-wheel vehicle has strong climbing and heavy-load capacity, the motor can be always positioned on the high-efficiency platform, and the efficiency of the motor under the conditions of climbing and heavy load is further improved, the energy consumption of the motor is reduced.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic diagram of a two-sided synchronizer;
fig. 3 is a schematic diagram of the matching relationship between the transmission sensing mechanism and the related components.
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 chain-driven wheel core driven electric-driven automatic transmission system mainly comprises a power input mechanism, a driving wheel 2, a speed reduction input mechanism arranged on an outer wheel intermediate shaft 3, a wheel mounting shaft 16 connected with the outer wheel intermediate shaft 3 through a chain transmission assembly, and a gear shifting transmission mechanism and a power output component which are both arranged on the wheel mounting shaft 16, wherein the driving wheel 2 is sleeved on the wheel mounting shaft 16, and the power input mechanism transmits power to the driving wheel 2 through the speed reduction input mechanism, the chain transmission assembly, the wheel mounting shaft 16, the gear shifting transmission mechanism and the power output component in sequence.
The gear shifting transmission mechanism comprises a bilateral synchronizer 4 and a speed reducing assembly, the bilateral synchronizer 4 is sleeved on the wheel mounting shaft 16 and can be combined with a power output part or the speed reducing assembly under the action of a gear shifting fork 5; when the double-side synchronizer 4 is combined with the power output part, the power output by the wheel outer intermediate shaft 3 is transmitted to the power output part through the double-side synchronizer 4; when the double-side synchronizer 4 is combined with the speed reduction assembly, the power output by the wheel outer intermediate shaft 3 is transmitted to the speed reduction assembly through the double-side synchronizer 4 and then transmitted to the power output part by the speed reduction assembly.
Referring to fig. 1 and fig. 3, in the present embodiment, the driving wheel 2 includes a combined hub 2a and a tire 2b disposed on the combined hub 2a, the combined hub 2a includes a hub outer ring 2a2 and a hub inner ring 2a1, the tire 2b is sleeved on the hub outer ring 2a2, the hub inner ring 2a1 is rotatably sleeved on the wheel mounting shaft 16, and an inner edge of the hub outer ring 2a2 is connected with an outer edge of the hub inner ring 2a1 through a plurality of bolts 2a 3.
Referring to fig. 1 and 2, the double-sided synchronizer 4 includes a high-speed gear coupling sleeve 4a rotating synchronously with the power output part, a low-speed gear coupling sleeve 4b rotating synchronously with a first-speed reduction driving gear 6 of the reduction assembly, a synchronizer spline hub 4c sleeved synchronously and rotatably on the off-wheel intermediate shaft 3, and a synchronizer coupling sleeve 4d sleeved synchronously and rotatably on the synchronizer spline hub 4c, the first-speed reduction driving gear 6 is sleeved on the off-wheel intermediate 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 radially outward, 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 radially outward, 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 chain transmission assembly includes a driving sprocket 7 rotatably fitted over the outer intermediate shaft 3, a driven sprocket 27 fitted over the wheel mounting shaft 16 in a synchronously rotating manner, and a chain 28 connecting the driving sprocket 7 and the driven sprocket 27. The power output part comprises a speed reduction secondary driven gear sleeve 15 and a power output sleeve 18 which are rotatably sleeved on the wheel outer intermediate shaft 3, the speed reduction secondary driven gear sleeve 15 and the high-speed gear combination sleeve 4a rotate synchronously, and the speed reduction secondary driven gear sleeve 15 drives the driving wheel 2 to rotate synchronously sequentially through the power output sleeve 18 and the transmission sensing mechanism.
The wheel hub 2a of the driving wheel 2 is rotatably sleeved on the wheel mounting shaft 16 through the mounting matching sleeve 2a11, the transmission sensing mechanism comprises a transmission sensing cam sleeve 8 sleeved on the mounting matching sleeve 2a11, an elastic reset element 10 used for driving the transmission sensing cam sleeve 8 to be close to the power output sleeve 18 and a detection device used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve 8 and the mounting matching sleeve 2a11 and can axially slide along the mounting matching sleeve 2a11, and the adjacent end faces of the power output sleeve 18 and the transmission sensing cam sleeve 8 form end face cam matching.
The spiral transmission pair comprises inner spiral raceways distributed on the inner wall of the transmission sensing cam sleeve 8 along the circumferential direction and outer spiral raceways distributed on the outer wall of the installation matching sleeve 2a11 along the circumferential direction, a plurality of outwards-protruding balls are embedded in each outer spiral raceway, and each ball can roll in the corresponding inner spiral raceway and outer spiral raceway. When the transmission sensing cam sleeve 8 rotates relative to the mounting sleeve 2a11, it can move axially relative to the mounting sleeve 2a 11.
The detection device comprises a rotating speed detection permanent magnet 9 and a displacement detection permanent magnet 27 which are both arranged on the transmission sensing cam sleeve 8, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the outer shell.
The speed reduction assembly comprises a speed reduction shaft 19 parallel to the wheel mounting shaft 16, a speed reduction primary driven gear 20 and a speed reduction secondary driving gear 21 which are synchronously and rotatably sleeved on the speed reduction shaft 19, wherein 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 the speed reduction secondary driven gear sleeve 15.
Referring to fig. 1, the power input mechanism includes a driving motor 1, and an input primary driving gear 11 rotating synchronously with a motor shaft 1a of the driving motor 1, and the input primary driving gear 11 transmits power to the chain transmission assembly through the speed reduction input mechanism.
The speed reduction input mechanism comprises an input shaft 12 parallel to the outer wheel intermediate shaft 3 and the motor shaft 1a, an input first-stage driven gear 13 synchronously and rotatably sleeved on the input shaft 12, a power connecting sleeve 25 rotatably sleeved on the outer wheel intermediate shaft 3 and an input second-stage driven gear 14 synchronously and rotatably sleeved on the power connecting sleeve 25, wherein the power connecting sleeve 25 and a driving chain wheel 7 of the chain transmission assembly synchronously rotate, the input first-stage driving gear 11 is meshed with the input first-stage driven gear 13, and an input second-stage driving gear 12a meshed with the input second-stage driven gear 14 is formed on the input shaft 12.
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 power connecting sleeve 25 → the drive sprocket 7 → the chain 28 → the driven sprocket 27 → the wheel mounting shaft 16 → the double-sided synchronizer 4 → the reduction secondary driven gear sleeve 15 → the power output sleeve 18 → the transmission sensing cam sleeve 8 → the drive wheel 2.
Low-speed gear transmission route: the drive motor 1 → the input first-stage drive gear 11 → the input first-stage driven gear 13 → the input shaft 12 → the input second-stage driven gear 14 → the power connecting sleeve 25 → the drive sprocket 7 → the chain 28 → the driven sprocket 27 → the wheel mounting shaft 16 → the reduction first-stage drive gear 6 → the reduction first-stage driven gear 20 → the reduction shaft 19 → the reduction second-stage drive gear 21 → the reduction second-stage driven gear sleeve 15 → the power output sleeve 18 → the transmission sensing cam sleeve 8 → the drive wheel 2.
Finally, it should be noted that the above description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and the scope of the present invention.
Claims (10)
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| Application Number | Priority Date | Filing Date | Title |
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| CN202023055773.XU CN214189993U (en) | 2020-12-16 | 2020-12-16 | A mid-mounted chain drive wheel core drive electric drive automatic transmission system |
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| CN202023055773.XU CN214189993U (en) | 2020-12-16 | 2020-12-16 | A mid-mounted chain drive wheel core drive electric drive automatic transmission system |
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| CN214189993U true CN214189993U (en) | 2021-09-14 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112537406A (en) * | 2020-12-16 | 2021-03-23 | 西南大学 | Central chain-driven wheel core driven electric-driven automatic speed change system |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112537406A (en) * | 2020-12-16 | 2021-03-23 | 西南大学 | Central chain-driven wheel core driven electric-driven automatic speed change system |
| CN112537406B (en) * | 2020-12-16 | 2024-10-25 | 西南大学 | Electric-driven automatic speed changing system driven by middle-set chain driving wheel core |
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