CN219927910U - Split type power assembly for motorcycle - Google Patents
Split type power assembly for motorcycle Download PDFInfo
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- CN219927910U CN219927910U CN202321065573.3U CN202321065573U CN219927910U CN 219927910 U CN219927910 U CN 219927910U CN 202321065573 U CN202321065573 U CN 202321065573U CN 219927910 U CN219927910 U CN 219927910U
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- speed reducer
- motor
- hub
- motorcycle
- belt pulley
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- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 70
- 230000005540 biological transmission Effects 0.000 claims abstract description 29
- 238000000034 method Methods 0.000 description 11
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
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Abstract
The utility model discloses a split power assembly for a motorcycle, which comprises a rear wheel hub, a motor and a speed reducer, wherein a rear tire is sleeved on the rear wheel hub, and the motor is fixedly arranged on a frame and positioned in front of the rear wheel hub; the speed reducer is arranged in the rear hub and is in transmission connection with the rear hub; the motor is in transmission connection with the speed reducer through a transmission assembly and is fixedly connected with the speed reducer through a rocker arm of an annular structure. The motor is arranged in front, and the speed reducer is arranged in the rear hub, so that most of space at the front end can be effectively saved, and the front end position can be ensured to be selected by a motor with larger power and larger size; the speed reducer is placed in the rear hub, the space is more abundant, 2-level or even 3-level speed reduction can be selected, the speed ratio is increased, and therefore the torque of the wheel end is increased. In addition, when tensioning the belt, only need adjust the relative position of one side rocking arm and reduction gear can, do not have any influence to the rocking arm of opposite side, compare in traditional design structure simpler, it is more convenient to adjust.
Description
Technical Field
The utility model belongs to the technical field of motorcycles, and particularly relates to a split power assembly for a motorcycle.
Background
Most of the existing electric motorcycles adopt an in-wheel motor or a middle motor. The hub motor is characterized in that the motor and the speed reducer are arranged in the hub, and the disadvantage of the hub motor is that the driving experience of the whole automobile is poor, the hub motor is limited by the size of a tire and the heat dissipation problem, and the power torque cannot be increased; the middle motor is characterized in that the motor and the speed reducer are arranged near the frame and are connected with the tire through the rocker arm, so that the problem of space is limited, and the motor and the two-stage speed reducer with long axial directions are difficult to arrange.
In addition, when adjusting the belt tension of an electric motorcycle, the conventional technical methods are generally as follows: (1) The first method is realized by adjusting the center distance between the motor and the tire, in particular to realizing the adjustment by screwing a bolt to push the tire backwards in the axial direction, the adjusting mode needs to adjust the center distance of rocker arms at two sides at the same time, and the method is particularly troublesome in belt replacement. (2) The second method is to add a tensioning wheel at the belt, and the method needs to add parts and components, so that the cost is high.
Disclosure of Invention
The utility model aims to solve the defects in the prior art and provides a split power assembly for a motorcycle.
The utility model is implemented by the following technical scheme:
the split type power assembly for the motorcycle comprises a rear hub 1, wherein a rear tire is sleeved on the rear hub 1, the split type power assembly also comprises a motor 2 and a speed reducer 3, and the motor 2 is fixedly arranged on a frame 4 and positioned in front of the rear hub 1; the speed reducer 3 is arranged in the rear hub 1 and is in transmission connection with the rear hub 1; the motor 2 is in transmission connection with the speed reducer 3 through a transmission assembly and is fixedly connected with the speed reducer through a rocker arm 6 with an annular structure.
When the motorcycle is used, the power output of the motor 2 is transmitted to the speed reducer 3 through the transmission component, and is transmitted to the rear hub 1 for output after the speed reduction and torque increase of the speed reducer 3 so as to finally drive the motorcycle to run. Compared with the traditional design mode, as the speed reducer 3 is arranged in the rear hub 1, most of the space of the front end is saved, the front end position can be selected to use the motor 2 with larger power and larger size, the whole vehicle is more convenient to arrange, and the power performance is better. The speed reducer 3 is arranged in the rear hub 1, the space is more abundant, 2-level or even 3-level speed reduction can be selected (note: the motor used in the traditional structure is lower in power and lower in rotating speed, the requirement is met by using the front-mounted one-level speed reducer, the arrangement of the utility model can accommodate the motor with higher power and higher rotating speed, and a larger speed ratio is needed, so that the two-level speed reducer is required to be arranged. The motor 2 and the speed reducer 3 are separately designed, and corresponding parts can be replaced according to different vehicle type requirements, so that the power configuration of the whole vehicle can be adjusted.
Optionally, the transmission assembly comprises a large belt pulley 7, a small belt pulley 8 and a belt 9, and the driving shaft of the motor 2 is inserted into the center of the small belt pulley 8 and is in transmission connection with the small belt pulley 8; the gear shaft of the speed reducer 3 is penetrated into the center of the large belt wheel 7 and is in transmission connection with the large belt wheel 7; the large belt pulley 7 is in transmission connection with the small belt pulley 8 through the belt 9. When the motorcycle is used, the motor 2 drives the small belt pulley 8 to rotate, the small belt pulley 8 drives the large belt pulley 7 to rotate through the belt 9, and then the gear, the rear hub 1 and the rear tire in the speed reducer 3 are driven to rotate, so that the motorcycle runs forwards.
Optionally, the rocker arm 6 is arranged on the transmission side of the motor 2 and the speed reducer 3; one end of the rocker arm 6 is semicircular and is fixedly connected with the shell of the motor 2 through a plurality of first bolts 10, and the other end of the rocker arm is fixedly connected with the shell of the speed reducer 3 through a plurality of second bolts 11 and a tensioning bolt 12; the tensioning bolt 12 is arranged at the center of the rear hub 1, which is arranged at the lower and rear end of the shell of the speed reducer 3. The center of the tensioning bolt 12 is connected with the center of the large belt pulley 7 in a first connecting mode, the center of the large belt pulley 7 is connected with the center of the small belt pulley 8 in a second connecting mode, and tensioning of the belt 9 can be achieved through adjusting an included angle between the first connecting line and the second connecting line. Specifically, when the speed reducer 3 is rotated clockwise by taking the tensioning bolt 12 as the center, the large belt pulley 7 rotates upwards along with the speed reducer 3, and at the moment, the center distance between the large belt pulley 7 and the small belt pulley 8 is changed, so that tensioning of the belt 9 is achieved, and the tensioning bolt 12 and the second bolt 11 are fixed and screwed after tensioning. Therefore, when the tension of the belt 9 is adjusted, the relative position of one side rocker arm 6 and the speed reducer 3 is only required to be adjusted, and the other side rocker arm 6 is not affected. Because of the center distance between the motionless tire and the motor 2, the method is simpler and more convenient than the method in the background art; in contrast to the second method of the prior art, there are fewer accessories such as tensioning wheels to provide the belt 9 with the proper pressure.
Optionally, a plurality of threaded assembly holes 5 matched with the second bolts 11 are circumferentially arranged along the edge of the casing of the speed reducer 3. When the tension of the belt 9 is adjusted, the second bolt 11 is first screwed out from the housing of the speed reducer 3, and then the tension bolt 12 is slightly unscrewed so that the speed reducer 3 rotates about the tension bolt 12 with respect to the rocker arm 6. When the speed reducer 3 and the large belt pulley 7 are rotated to the proper positions, after the belt 9 is tensioned, the tensioning bolt 12 is fixedly screwed, and meanwhile, the second bolt 11 is screwed into the threaded assembly hole 5 at the corresponding position, so that the speed reducer 3 and the rocker arm 6 can be fixedly connected.
Compared with the prior art, the utility model has the following beneficial effects:
(1) The utility model has low arrangement difficulty, the speed reducer is arranged in the rear hub, and the motor is arranged at the frame in front, so that the space requirement is reduced; in the limited electric motorcycle space, a motor with stronger power and a speed reducer with larger speed ratio can be arranged, so that the dynamic property of the whole motorcycle is greatly improved;
(2) The components of the utility model are in modularized design, such as a motor and a speed reducer are in separated design, so that the interchangeability is high; corresponding parts can be replaced or customized and developed according to different vehicle type requirements, so that the power configuration of the whole vehicle is adjusted, different power requirements are realized, and the development and matching cost of the whole vehicle is greatly reduced;
(3) According to the utility model, the belt tensioning can be realized by rotating the speed reducer and adjusting the relative position of the rocker arm on one side and the speed reducer, compared with the traditional design, the belt tensioning device is more convenient to install, the adjustment mode is simpler and more effective, meanwhile, the arrangement of parts such as a tensioning wheel is reduced, and the cost is reduced.
Drawings
FIG. 1 is a schematic view of the overall structure of the present utility model;
FIG. 2 is a side view of the present utility model;
in the figure: 1. rear hub, motor, 3, speed reducer, 4, frame, 5, threaded mounting hole, 6, rocker arm, 7, big pulley, 8, small pulley, 9, belt, 10, first bolt, 11, second bolt, 12, tensioning bolt.
Detailed Description
The present utility model will be further described with reference to the drawings and examples, but the scope of the present utility model is not limited by the examples.
Example 1
As shown in fig. 1-2, a split power assembly for a motorcycle comprises a rear hub 1, a rear tire sleeved on the rear hub 1, a motor 2 and a speed reducer 3, wherein the motor 2 is fixedly arranged on a frame 4 and positioned in front of the rear hub 1; the speed reducer 3 is arranged in the rear hub 1 and is in transmission connection with the rear hub 1; the motor 2 is in transmission connection with the speed reducer 3 through a transmission assembly and is fixedly connected with the speed reducer through a rocker arm 6 with an annular structure.
When the motorcycle is used, the power output of the motor 2 is transmitted to the speed reducer 3 through the transmission component, and is transmitted to the rear hub 1 for output after the speed reduction and torque increase of the speed reducer 3 so as to finally drive the motorcycle to run. Compared with the traditional design mode, as the speed reducer 3 is arranged in the rear hub 1, most of the space of the front end is saved, the front end position can be selected to use the motor 2 with larger power and larger size, the whole vehicle is more convenient to arrange, and the power performance is better. The speed reducer 3 is arranged in the rear hub 1, the space is more abundant, 2-level or even 3-level speed reduction can be selected (note: the motor used in the traditional structure has lower power and lower rotating speed, the arrangement of the utility model can accommodate the motor with higher power and higher rotating speed and needs larger speed ratio, so that the two-level speed reducer is required to be arranged). The motor 2 and the speed reducer 3 are separately designed, and corresponding parts can be replaced according to different vehicle type requirements, so that the power configuration of the whole vehicle can be adjusted.
The transmission assembly comprises a large belt pulley 7, a small belt pulley 8 and a belt 9, and a driving shaft of the motor 2 is penetrated into the center of the small belt pulley 8 and is in transmission connection with the small belt pulley 8; the gear shaft of the speed reducer 3 is penetrated into the center of the large belt wheel 7 and is in transmission connection with the large belt wheel 7; the large belt pulley 7 is in transmission connection with the small belt pulley 8 through a belt 9. When the motorcycle is used, the motor 2 drives the small belt pulley 8 to rotate, the small belt pulley 8 drives the large belt pulley 7 to rotate through the belt 9, and then the gear, the rear hub 1 and the rear tire in the speed reducer 3 are driven to rotate, so that the motorcycle runs forwards.
The rocker arm 6 is arranged on the transmission side of the motor 2 and the speed reducer 3; one end of the rocker arm 6 is semicircular and is fixedly connected with the shell of the motor 2 through a plurality of first bolts 10, and the other end of the rocker arm is fixedly connected with the shell of the speed reducer 3 through a plurality of second bolts 11 and a tensioning bolt 12; the tension bolt 12 is disposed at the center of the rear hub 1, which is located at the lower and rear end of the housing of the reduction gear 3. The center of the tensioning bolt 12 is connected with the center of the large belt pulley 7 in a first connecting mode, the center of the large belt pulley 7 is connected with the center of the small belt pulley 8 in a second connecting mode, and tensioning of the belt 9 can be achieved through adjusting an included angle between the first connecting line and the second connecting line. Specifically, when the speed reducer 3 is rotated clockwise by taking the tensioning bolt 12 as the center, the large belt pulley 7 rotates upwards along with the speed reducer 3, and at the moment, the center distance between the large belt pulley 7 and the small belt pulley 8 is changed, so that tensioning of the belt 9 is achieved, and the tensioning bolt 12 and the second bolt 11 are fixed and screwed after tensioning. Therefore, when the tension of the belt 9 is adjusted, the relative position of one side rocker arm 6 and the speed reducer 3 is only required to be adjusted, and the other side rocker arm 6 is not affected. Because of the center distance between the motionless tire and the motor 2, the method is simpler and more convenient than the method in the background art; in contrast to the second method of the prior art, there are fewer accessories such as tensioning wheels to provide the belt 9 with the proper pressure.
Wherein, along the circumference of the edge of the casing of the speed reducer 3, a plurality of threaded assembly holes 5 matched with the second bolts 11 are arranged. When the tension of the belt 9 is adjusted, the second bolt 11 is first screwed out from the housing of the speed reducer 3, and then the tension bolt 12 is slightly unscrewed so that the speed reducer 3 rotates about the tension bolt 12 with respect to the rocker arm 6. When the speed reducer 3 and the large belt pulley 7 are rotated to the proper positions, after the belt 9 is tensioned, the tensioning bolt 12 is fixedly screwed, and meanwhile, the second bolt 11 is screwed into the threaded assembly hole 5 at the corresponding position, so that the speed reducer 3 and the rocker arm 6 can be fixedly connected.
The utility model is not limited to the above-described alternative embodiments, and any person who may derive other various forms of products in the light of the present utility model, however, any changes in shape or structure thereof, all falling within the technical solutions defined in the scope of the claims of the present utility model, fall within the scope of protection of the present utility model.
Claims (4)
1. The utility model provides a split type power assembly for motorcycle, includes back wheel hub (1), back wheel hub (1) on the cover be equipped with back tire, its characterized in that: the bicycle comprises a bicycle frame (4), a rear hub (1) and a motor (2) and a speed reducer (3), wherein the motor (2) is fixedly arranged on the bicycle frame (4); the speed reducer (3) is arranged in the rear hub (1) and is in transmission connection with the rear hub (1); the motor (2) is in transmission connection with the speed reducer (3) through a transmission assembly and is fixedly connected with the speed reducer through a rocker arm (6) with an annular structure.
2. The split power assembly for a motorcycle of claim 1, wherein: the transmission assembly comprises a large belt pulley (7), a small belt pulley (8) and a belt (9), wherein a driving shaft of the motor (2) penetrates through the center of the small belt pulley (8) and is in transmission connection with the small belt pulley (8); the gear shaft of the speed reducer (3) is penetrated into the center of the large belt wheel (7) and is in transmission connection with the large belt wheel (7); the large belt wheel (7) is in transmission connection with the small belt wheel (8) through the belt (9).
3. The split power assembly for a motorcycle of claim 1, wherein: the rocker arm (6) is arranged on the transmission side of the motor (2) and the speed reducer (3); one end of the rocker arm (6) is semicircular, and is fixedly connected with the shell of the motor (2) through a plurality of first bolts (10), and the other end of the rocker arm is fixedly connected with the shell of the speed reducer (3) through a plurality of second bolts (11) and a tensioning bolt (12); the tensioning bolt (12) is arranged at the center of the rear hub (1) and is arranged at the lower and rear end of the shell of the speed reducer (3).
4. A split power assembly for a motorcycle as claimed in claim 3, wherein: a plurality of threaded assembly holes (5) matched with the second bolts (11) are circumferentially arranged along the edge of the shell of the speed reducer (3).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321065573.3U CN219927910U (en) | 2023-05-06 | 2023-05-06 | Split type power assembly for motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321065573.3U CN219927910U (en) | 2023-05-06 | 2023-05-06 | Split type power assembly for motorcycle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219927910U true CN219927910U (en) | 2023-10-31 |
Family
ID=88495752
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321065573.3U Active CN219927910U (en) | 2023-05-06 | 2023-05-06 | Split type power assembly for motorcycle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219927910U (en) |
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2023
- 2023-05-06 CN CN202321065573.3U patent/CN219927910U/en active Active
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