CN218112906U

CN218112906U - Side positive axis drive electric motorcycle

Info

Publication number: CN218112906U
Application number: CN202222091775.7U
Authority: CN
Inventors: 于海杰
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-08-05
Filing date: 2022-08-05
Publication date: 2022-12-23
Anticipated expiration: 2032-08-05

Abstract

The utility model discloses a side is put positive shaft drive electric motorcycle car, including frame and wheel, the wheel sets up in the below of frame, and the wheel is provided with drive assembly and damper with one side, and drive assembly passes through the universal joint with the wheel and is connected, and damper's one end sets firmly in the bottom of frame, and damper's the other end downwardly extending to the side of wheel, and the wheel passes through the leg joint with damper's one end of keeping away from the frame. The utility model discloses a connect wheel and drive assembly through the universal joint, adopt the side positive shaft drive, use the simplest transmission mode, satisfy the big moment of torsion fluctuation of power, especially satisfy the energy recuperation transmission of high power, adopt the side actuating system of putting simultaneously, can alleviate unsprung mass, improve motor output, reinforcing thermal diffusivity, save the mid-mounting space of automobile body simultaneously, can install more batteries and increase continuation of the journey.

Description

Side positive axis drive electric motorcycle

Technical Field

The utility model belongs to the technical field of the motorcycle, specifically belong to a side positive shaft drive electric motorcycle car.

Background

With the rapid popularization of global carbon reduction action, the electric upgrading improvement of various vehicles, such as electric vehicles or electric motorcycles, is promoted, and the main advantages of the vehicles are as follows: the efficiency is high, simple structure, and it is simple to maintain, and power density is high, and the power module occupies small, light in weight.

With the development of electric motorcycles, a large number of low-power low-speed electric motorcycles are directly driven by a hub motor, and although the advantages of the simplest structure, almost no transmission loss and the like are achieved, the hub motor is heavy in self weight, so that the unsprung mass is too heavy, heat is not easy to dissipate, and the hub motor cannot be applied to high-power high-speed motorcycles; the existing high-power high-speed electric motorcycle adopts a traditional internal combustion engine transmission structure, the internal combustion engine has a large volume, only the middle part of a motorcycle body can be installed, the middle part of the motorcycle body is almost occupied, kinetic energy needs to be transmitted from the motorcycle body to a rear wheel, a front wheel needs to be turned, the turning can be realized only by a very complicated transmission mechanism, and the existing high-power high-speed electric motorcycle also installs a motor and a battery in the middle part of the motorcycle body, so that the transmission structure is too complicated, meanwhile, a front drive structure can not be simply used, the volume of the battery is more limited, and the endurance of the whole motorcycle is low.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at overcoming the not enough among the prior art, provide a side positive axis drive electric motorcycle.

The application provides the following technical scheme:

the side-mounted positive shaft transmission electric motorcycle comprises a frame and wheels, wherein the wheels are arranged below the frame, a driving assembly and a damping assembly are arranged on the same side of the wheels, the driving assembly is connected with the wheels through a universal joint, one end of the damping assembly is fixedly arranged at the bottom of the frame, the other end of the damping assembly extends downwards to the side face of the wheels, and the wheels are connected with one end, far away from the frame, of the damping assembly through a support.

In one possible embodiment, the wheel comprises a front wheel and/or a rear wheel, and when the wheel comprises a front wheel and a rear wheel, the drive assembly on one side of the front wheel and the drive assembly on one side of the rear wheel are distributed on both sides of the frame.

In one possible embodiment, the vehicle further comprises a steering assembly, and the wheel is connected with the frame through the steering assembly.

In one possible embodiment, the steering assembly comprises a steering column, a steering knuckle, a double-ball-head connecting rod and a steering handle which are connected in sequence, the steering column is connected with a hub bearing of a front wheel, and the steering handle is arranged in the frame.

In one possible embodiment, the wheel is a front wheel.

In one possible embodiment, the wheels are arranged at any end of the frame, and a battery assembly is arranged in the middle of the frame and connected with the driving assembly.

In one possible embodiment, the driving assembly comprises a reduction gearbox, a motor and a brake device, the reduction gearbox is respectively connected with the universal joint and the motor, the motor is fixedly connected with the frame, the brake device comprises a brake disc and brake calipers, the brake disc is respectively connected with reduction teeth of the reduction gearbox and the brake calipers, and the brake calipers are fixed on one side of the motor.

In one possible embodiment, the shock absorption assembly comprises two shock absorbers which are oppositely arranged, one end of each shock absorber is connected with the bottom of the frame, and the other end of each shock absorber is fixedly connected to one side of the support.

In one possible embodiment, the wheel comprises a hub and a hub bearing located in the center of the hub, the universal joint is connected to the inner ring of the hub bearing, and the carrier is connected to the outer ring of the hub bearing.

To sum up, owing to adopted above-mentioned technical scheme, the beneficial effects of the utility model are that:

the utility model discloses a side cylinder shock attenuation simplifies the suspension structure for the vertical up-and-down motion of wheel satisfies the driven motion mode of side positive axis, connects wheel and drive assembly through the universal joint, adopts the transmission of side positive axis, uses the simplest transmission mode, satisfies the big moment of torsion fluctuation of power, especially satisfies the energy recuperation transmission of high power, adopts side actuating system simultaneously, can alleviate unsprung mass, improves motor output, strengthens the thermal diffusivity, saves the middle part installation space of automobile body simultaneously, can install more batteries and increase continuation of the journey; meanwhile, shaft transmission is realized through the universal joint, compared with chain transmission or belt transmission in the prior art, the shaft transmission is high in efficiency and good in torque response, and front wheel driving and rear wheel driving can be realized.

In order to make the aforementioned objects, features and advantages of the present application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and that those skilled in the art can also obtain other related drawings based on these drawings without inventive efforts.

Fig. 1 is a front view of the present invention.

Fig. 2 is a schematic diagram of the rear view structure of the present invention.

Fig. 3 is a schematic structural view of the utility model with the frame removed.

Reference numerals are as follows: 1-a vehicle frame; 2-a wheel; 3-a drive assembly; 4-a shock absorbing assembly; 5-a universal joint; 6-a support; 7-a steering assembly; 8-a battery assembly; 9-a brake device.

Detailed Description

Reference will now be made in detail to the embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.

In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and encompass, for example, both fixed and removable connections or integral parts thereof; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or may be connected through the use of two elements or the interaction of two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as the case may be.

In this application, unless expressly stated or limited otherwise, a first feature is "on" or "under" a second feature such that the first and second features are in direct contact, or the first and second features are in indirect contact via an intermediary. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It should be noted that unsprung mass refers to weight not supported by the vehicle suspension: tire, wheel hub, brake. Correspondingly, sprung mass refers to the weight supported by the vehicle suspension system, and is the vast majority of the vehicle mass, including the frame, the powertrain, the transmission, and the like. And distinguish and identify two unsprung mass, sprung mass two of them, have the significance to the stability and the controllability of a car. There is a statement in the art that the effectiveness of relieving an unsprung mass of 1KG may be equivalent to relieving a sprung mass of 15KG, where, of course, the data is not necessarily as accurate, but the effect and effect are true. Under the unchangeable condition of sprung mass, alleviate the acceleration that unsprung mass can promote the car to a certain extent, stability and nature controlled.

Example one

Referring to fig. 1-3, a side dead axle transmission electric motorcycle provided in this embodiment includes a frame 1 and a wheel 2, where the wheel 2 is disposed below the frame 1, a driving component 3 and a damping component 4 are disposed on the same side of the wheel 2, the driving component 3 is connected to the wheel 2 through a universal joint 5, one end of the damping component 4 is fixedly disposed at the bottom of the frame 1, the other end of the damping component 4 extends downward to the side of the wheel 2, and the wheel 2 is connected to one end of the damping component 4 away from the frame 1 through a bracket 6; when the wheel 2 comprises a front wheel and a rear wheel, the driving assembly 3 positioned on one side of the front wheel and the driving assembly 3 positioned on one side of the rear wheel are distributed on two sides of the frame 1, the steering assembly 7 is further included, the front wheel is connected with the frame 1 through the steering assembly 7, the wheel 2 comprises a hub and a hub bearing positioned in the center of the hub, the universal joint 5 is connected with the inner ring of the hub bearing, and the support 6 is connected with the outer ring of the hub bearing; any end of the frame 1 is provided with the wheel 2, the middle of the frame 1 is provided with a battery assembly 8, and the battery assembly 8 is connected with the driving assembly 3.

Specifically, the electric motorcycle of the present invention comprises a frame 1 and wheels 2, the wheels 2 are installed at two ends of the frame 1, the same side of the wheels 2 is provided with a driving component 3 and a damping component 4, the driving component 3 and the damping component 4 can be independently arranged at one side of the front wheel, the driving component 3 and the damping component 4 can be independently arranged at one side of the rear wheel, or the driving component 3 and the damping component 4 can be simultaneously arranged at both the front wheel and the rear wheel, i.e. the electric motorcycle of the present invention can be a front wheel, a rear wheel or a front and rear wheel, in the first embodiment, the front wheel and the rear wheel are selected to be driven simultaneously, and the front wheel is used as a steering wheel, i.e. the front wheel and the rear wheel are both provided with the same driving component 3 and the same damping component 4, and the front wheel is connected with a steering component 7, and simultaneously, in order to ensure the overall balance of the electric motorcycle, the driving component 3 and the damping component 4 are respectively arranged at both sides of the front and the rear wheel of the frame 1,

in specific implementation, the driving assembly 3 is used for driving and controlling the rotation of the wheel 2, the driving assembly 3 is located on one side of the wheel 2 and is slightly higher than the center of a hub of the wheel 2, the wheel 2 and the driving assembly 3 are connected through a universal joint 5, one end of the universal joint 5 is connected with a rotatable inner ring of a hub bearing of the wheel 2, and the other end of the universal joint 5 is rotatably connected with the driving assembly 3, in this embodiment, a rzeppa-type constant velocity universal joint 5 can be selected, the rzeppa-type constant velocity universal joint 5 can improve transmission efficiency and can bear large power torque fluctuation, particularly, reverse transmission response is fast during energy recovery, the driving assembly 3 is fixedly connected with the frame 1, the damping assembly 4 is composed of a reverse barrel-type shock absorber, the upper end of which is fixed below the frame 1, the lower end of which is fixed on one side surface of a bracket 6, the other side surface of the bracket 6 is connected with an outer ring fixed on the hub bearing of the wheel 2, a front wheel and a rear wheel at two ends of the frame 1 are respectively arranged, the middle part of the frame 1, namely, more space can be provided with a battery assembly 8 below a cushion of the driving assembly 3 for supplying power to the driving assembly of the front wheel and the rear wheel respectively, as a working principle of a motorcycle steering assembly in the same technology, and a steering assembly 7 in the working principle of a motorcycle, and a steering assembly for realizing a motorcycle steering mechanism for the motorcycle, and a steering mechanism for realizing the steering mechanism of the motorcycle. In the embodiment, the suspension structure is simplified by adopting the barrel type shock absorption at the side of the wheel 2, the vertical up-and-down motion of the wheel 2 meets the motion mode of positive shaft transmission, the motor is arranged at the side of the wheel 2, the unsprung mass is reduced, the middle space is saved, and the transmission position relation of the constant velocity universal joint 5 is met.

In an optional scheme of this embodiment, the steering assembly 7 includes a steering column, a knuckle, a double-ball-head connecting rod and a steering handle that are connected in sequence, the steering column is connected with a hub bearing of a front wheel, and the steering handle is arranged in the frame 1.

Specifically, the front wheel is connected with a steering column through a hub bearing, the steering column is connected with a front wheel support 6 through a bearing, a steering knuckle is fixed on a steering direction, the steering knuckle is connected with a steering handle through a double-ball-head connecting rod, a central rod of the steering handle is installed in the frame 1, and the front wheel can rotate about 30 degrees left and right around the steering column under the constraint of the steering knuckle, the steering handle and the steering column. (the above arrangement is similar to the steering assembly 7 of the prior art)

In an optional scheme of this embodiment, the driving assembly 3 includes a reduction gearbox, a motor and a brake device 9, the reduction gearbox respectively with the universal joint with the motor is connected, the motor with frame 1 rigid coupling, brake device 9 includes a brake disc and brake caliper, the brake disc is connected with the reduction gear and the brake caliper of reduction gearbox respectively, the brake caliper is fixed in one side of motor.

Specifically, in the embodiment, the driving assembly 3 comprises a reduction gearbox, a motor and a controller, a brake disc and brake calipers, one end of a universal joint 5 is rotatably connected with an inner ring of a hub bearing, the other end of the universal joint 5 is connected with a power output shaft of the reduction gearbox, the reduction gearbox is connected with the motor, the motor and the controller are fixedly connected on the frame 1, the brake calipers are fixed on one side of the motor, the brake disc is respectively connected with reduction teeth of the reduction gearbox and the brake calipers, the reduction gearbox, the motor, the brake disc and the brake calipers are all positioned above the universal joint 5 in an oblique manner, after the torque of the reduction gearbox is amplified, the brake disc can complete the large-torque braking effect of a wheel end by only providing lower torque, so that the structural strength and the volume of the brake disc and the brake calipers can be smaller, practice thrift the material, the cost, weight is lightened, above-mentioned device is the ripe product among the prior art, it is different among mounted position and the prior art in this application only, its structure and theory of operation are with prior art, this application is no longer specifically illustrated, starter motor drives the reducing gear box variable speed, pass through 5 transmissions of universal joint for wheel 2 with power, when needing to slow down, user control and brake caliper connected's brake equipment 9, the brake disc produces braking effect and passes through the transmission of deceleration tooth and universal joint to the wheel completion brake, consequently because the utility model discloses a 5 transmissions of just-placed constant velocity universal joint, can bear higher moment of torsion, so can install the brake disc and alleviate unsprung mass in the position more than transmission shaft (universal joint 5).

In an alternative scheme of this embodiment, the damping assembly 4 includes two dampers disposed oppositely, one end of each damper is connected to the bottom of the frame 1, and the other end of each damper is fixedly connected to one side of the bracket 6.

Particularly, damper 4 comprises two inversion formula bumper shock absorbers, and support 6 and the inner tube lower extreme fixed connection of two bumper shock absorbers, the urceolus and the 1 fixed connection of frame of bumper shock absorber, wheel 2 can the up-and-down motion under the restraint of bumper shock absorber, the utility model discloses a bumper shock absorber compares with prior art, and the mounted position is different, and is the same among its structure and the prior art, no longer specifically expounds in this application.

Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.

Claims

1. The utility model provides a side positive axis drive electric motorcycle car which characterized in that: the bicycle frame comprises a bicycle frame (1) and wheels (2), wherein the wheels (2) are arranged below the bicycle frame (1), a driving component (3) and a damping component (4) are arranged on the same side of each wheel (2), the driving component (3) is connected with the corresponding wheel (2) through a universal joint (5), one end of the damping component (4) is fixedly arranged at the bottom of the bicycle frame (1), the other end of the damping component (4) extends downwards to the side face of the corresponding wheel (2), and the wheel (2) and one end, far away from the bicycle frame (1), of the damping component (4) are connected through a support (6);

the wheels (2) are arranged at any end of the frame (1), a battery assembly (8) is arranged in the middle of the frame (1), and the battery assembly (8) is connected with the driving assembly (3); the wheel (2) comprises a hub and a hub bearing located at the center of the hub, the universal joint (5) is connected with an inner ring of the hub bearing, and the support (6) is connected with an outer ring of the hub bearing.

2. The side-mounted positive shaft transmission electric motorcycle as claimed in claim 1, wherein: the vehicle wheel (2) comprises a front wheel and/or a rear wheel, and when the vehicle wheel (2) comprises the front wheel and the rear wheel, the driving assembly (3) positioned on one side of the front wheel and the driving assembly (3) positioned on one side of the rear wheel are distributed on two sides of the vehicle frame (1).

3. The side-mounted positive shaft transmission electric motorcycle of claim 1, characterized in that: the bicycle is characterized by further comprising a steering assembly (7), and the wheels (2) are connected with the bicycle frame (1) through the steering assembly (7).

4. The side-mounted positive shaft transmission electric motorcycle as claimed in claim 3, wherein: the steering assembly (7) comprises a steering column, a steering knuckle, a double-ball-head connecting rod and a steering handle which are connected in sequence, the steering column is connected with a hub bearing of a front wheel, and the steering handle is arranged in the frame (1).

5. The side-mounted positive shaft transmission electric motorcycle as claimed in claim 3, wherein: the wheels (2) are front wheels.

6. The side-mounted positive shaft transmission electric motorcycle of claim 1, characterized in that: the driving assembly (3) comprises a reduction gearbox, a motor and a brake device (9), the reduction gearbox is respectively connected with the universal joint (5) and the motor, the motor is fixedly connected with the frame (1), the brake device (9) comprises a brake disc and brake calipers, the brake disc is respectively connected with the reduction gear and the brake calipers of the reduction gearbox, and the brake calipers are fixed on one side of the motor.

7. The side-mounted positive shaft transmission electric motorcycle of claim 1, characterized in that: the shock absorption assembly (4) comprises two shock absorbers which are oppositely arranged, one end of each shock absorber is connected with the bottom of the frame (1), and the other end of each shock absorber is fixedly connected to one side of the support (6).