WO2011153883A1

WO2011153883A1 - Double-speed motor for electric controlled speed-changing electromobile

Info

Publication number: WO2011153883A1
Application number: PCT/CN2011/073792
Authority: WO
Inventors: 朱正风
Original assignee: 深圳市琛玛华夏科技有限公司
Priority date: 2010-06-11
Filing date: 2011-05-11
Publication date: 2011-12-15
Also published as: CN101895171B; CN101895171A

Abstract

A double-speed motor for an electric controlled speed changing electromobile comprises a casing, a stator (2), a rotor (1) and a shaft. The output end of the rotor (1) is drivingly connected with positive and negative driving chains. The driving mediums located at the output end of the positive and negative driving chains are drivingly connected with output transmission components by unidirectional clutches respectively. The clutch between the negative driving medium and the output transmission component is a controllable unidirectional clutch, and the positive driving medium drives a transitional sleeve (7.3) through a unidirectional clutch. A circumferential notch is formed between the transitional sleeve (7.3) and the coaxial output transmission component, and a stopper is provided in the circumferential notch. The transitional sleeve (7.3) pushes an additional transmission mechanism by the stopper, and the additional transmission mechanism can promote the controllable unidirectional clutch to move. When the electromobile rolls back, the additional transmission mechanism can produce interlock and clear self-locking of the electromobile.

Description

Electric control variable speed electric vehicle two-speed motor

Technical field

The invention belongs to the field of electromechanical, and particularly relates to an electric vehicle motor, which is an improvement of a "transmission motor using a positive and reverse shifting of a motor", in particular, a novel two-speed electric motor scheme for an electronically controlled shifting electric vehicle.

Background technique

Because the structure is light and simple, the transmission efficiency is high, and the installation and arrangement are convenient. The hub motor has become the mainstream of the electric vehicle drive motor. The existing hub motors generally have two types of low-speed motor direct drive and medium and high-speed motor built-in gearbox drive. They are generally referred to as direct drive low speed hub motors and medium and high speed hub motors. Since there is only a small section of the highest efficiency, the above motors are called single-speed motors.

With the development of technology, the hub motor with gearbox has overcome the problems of gear noise, wear, maintenance and high cost. With its incomparable small size, light weight and large reserve power, its usage has been increasing. There is a tendency to gradually replace low-speed hub motors.

In the current electric speed regulation process of the electric vehicle single speed reduction gear type hub motor, there is a problem that the high efficiency interval is not wide enough and the climbing ability is not strong enough. If the gearbox is changed to a gearbox, several high-efficiency points can be artificially manufactured, so that the motor can always work in a high-efficiency zone, which is of great benefit to energy saving and improvement of the mileage of the electric vehicle. At present, in the electric vehicle market, an electronically controlled two-speed gearbox hub motor that utilizes motor forward and reverse shifting has been invented ("two-speed electric wheel hub motor using motor positive and reverse shifting" patent number: CN200720002042. 4) The shifting of this two-speed motor is completely electronically controlled, which is easy to operate, easy to control, automatic speed regulation, low cost and high reliability. However, when this kind of motor was just built, it was found that it could not be reversed. Although only one drive is turned on by the one-way clutch when the motor is rotating and reversing, when the motor does not turn and the output shaft reverses backward, the transmissions of the two different gear ratios are positively and reversely selected by the one-way clutch. Stay connected and create a self-locking. In other cases, it may be beneficial to reverse the self-locking, but in the case of electric vehicles, passive reversal is a necessary function. In order to solve the self-locking problem, many proposals have been made, such as a lever type reverse driving mechanism, a pull-type reversing mechanism, and an electromagnetic reversing mechanism. A common feature of these reversing mechanisms is the mechanical removal of one of the drive chains to eliminate self-locking, but this complicates the transmission.

The basic scheme of the two-speed low-speed hub motor of the existing typical NGW planetary gear train is shown in Fig. 1. On the basis of the ordinary low-speed hub motor, a set of NGW planetary reducers and two sets of one-way clutches are mainly added. Both one-way clutches are mounted in the transmission output position, which is a two-way input, which synthesizes one output structure.

When the motor rotates forward, the forward transmission member in the forward transmission chain, as shown in the right high-speed clutch ratchet 6.2, automatically switches on the output transmission member via the clutch, and the output of the motor rotor 1 directly drives the hub through the clutch seat 6 fastened with the hub. turn. At this time, the rotor of the motor also drives the center wheel 5 to rotate forward. Because the arm is fixed, the planet gear 3 reverses, drives the ring gear 4 to decelerate and then reverses, and transmits the reverse motion to the reverse drive in the reverse drive chain. Piece, as shown in the low-speed clutch ratchet 6.1 on the left, the clutch is automatically disconnected from the output transmission member. Since the two sets of one-way clutch can only transmit the motion of rotating the hub forward, and the transmission of the reverse motion is not turned on, the reverse drive chain after the deceleration is cut off. When the motor rotates forward, the hub is directly driven at the same speed and in the same direction.

Similarly, when the motor reverses, the reverse drive chain works, the right high-speed one-way clutch ratchet 6.2 is unreachable, and the left low-speed one-way clutch ratchet 6.1 is turned on; the deceleration and reverse movement is from the inner ring gear 4 to the left low speed. The one-way clutch drives the hub to perform a forward rotation deceleration motion to realize motor reversal, and the speed ratio is determined by the gear ratio of the ring gear 4 and the center wheel 5.

In this scheme of Fig. 1, the transmission efficiency is high at high speed, and the driving torque is doubled at low speed, which has an ideal use effect; when the power is off, the forward resistance is greatly reduced compared with the general direct drive low speed hub motor, and can be directly used for human riding. Row. However, when the vehicle is reversed, the output wheel valley is reversed, and the two one-way clutches are simultaneously turned on, and the two transmission chains work at the same time, causing the mechanism to be self-locking and unable to retreat, which brings inconvenience to the user.

Summary of the invention

The object of the present invention is to improve the existing deficiencies of the electronically controlled two-speed variable speed motor using the forward and reverse shifting of the motor, and to provide an interlocking device installed between one drive chain and the other drive chain. The electric vehicle can reverse the function of the electronically controlled variable speed electric vehicle two-speed motor.

The technical solution of the present invention is realized as follows: an electric control variable speed electric vehicle two-speed motor, comprising a motor, a shaft, a bearing, a casing, a motor rotor, and a rotor output respectively connected with the forward and reverse transmission chain transmissions, positive and negative The forward transmission member and the reverse transmission member at the output end of the transmission chain are connected to the output transmission member via a one-way clutch, wherein the one-way clutch between the reverse transmission member and the output transmission member is a controllable one-way clutch; The transmission member is driven to the transition sleeve via the one-way clutch, and there is a circumferential gap between the transition sleeve and the coaxial output transmission member, and a stop block is arranged in the circumferential gap, and the block is fixed on one side of the two sides, and the gap is The stalls together constitute an additional lost motion mechanism; the transition sleeve generates additional motion under the action of the additional lost motion mechanism, and an additional transmission mechanism is linked, the additional transmission mechanism can push the controllable one-way clutch to act, and cut off the transmission of the controllable one-way clutch . The forward transmission member drives the transition sleeve to rotate a lost motion, and the additional transmission mechanism is used to control another transmission chain to achieve the purpose of interlocking the two transmission chains.

The one-way clutch is a pawl, the forward transmission member is a high-speed ratchet, the reverse transmission member is a low-speed ratchet, the output transmission member is a clutch seat, and the clutch seat is directly screwed with the hub; the transition sleeve is a positioning pawl a pawl seat coaxially sleeved on the clutch seat; a side of the pawl seat or the clutch seat is provided with a circumferential notch, and the clutch seat or the pawl seat is fixed with a block extending into the circumferential notch; The mechanism is a cam of a pawl seat that can rotate the pawl on one side of the low speed ratchet.

The one-way clutch is a pawl, the forward transmission member is a high-speed output gear, and the reverse transmission member is an inner ring gear; the low-speed ratchet and the inner ring gear are fastened, the high-speed output gear is integrated with the pawl seat, and the transition sleeve is high speed The ratchet wheel, the output transmission member is a clutch seat; the clutch seat is provided with a circumferential notch, and the high-speed ratchet fixed block can pass through the circumferential gap; the additional transmission mechanism is a fork disposed on the clutch seat, and the fork rotates The process lifts the pawl on one side of the low speed ratchet.

The one-way clutch is a roller, the forward transmission member is a high speed wheel, the reverse transmission member is a low speed wheel, and the output transmission member is a clutch seat, the clutch seat is directly screwed with the hub; the transition sleeve is a positioning roller. The roller seat is coaxially sleeved on the clutch seat; the additional transmission mechanism includes a sloped surface of the transition sleeve along the circumferential surface, and a dial member, the dial member is a dynamic push rod and a ball mounted in the slot of the clutch seat It consists of a tappet that can resist the rollers.

The one-way clutch and the controllable one-way clutch are an alternative structure of a steel ball friction type, a roller friction type, a needle roller friction type, a deformation sleeve, a deformed disc type, a wedge type or a ratchet type.

The additional transmission mechanism is an alternative structure of a lever, a liquid plastic, a steel ball, a thread, a fork, a cam or a bevel transmission. For different clutches, different additional transmission mechanisms are selected to combine different interlocking actuators in order to achieve the best solution.

The invention has reasonable structural design, simple structure, low cost, easy realization and high reliability. The two-speed electric wheel hub is one of the few wheels on the market, and its performance is far better than the existing wheel hub. It has been modified on the basis of the original electric hub, adding a low-speed shifting stage, which not only enables the electric hub to be used in the highest efficiency range, but also effectively converts the speed into torque, which is doubled while maintaining high efficiency. The climbing ability has greatly improved the dynamic performance of the electric vehicle. The biggest feature is the realization of the reverse function. The invention has great practical value especially in electric vehicle products. The solution can be applied not only to the electric bicycle and the electric motorcycle hub motor, but also can be applied to various electric tricycles after changing the shape and size of the outer casing. The drive motor of a four-wheeled vehicle.

DRAWINGS

The following uses the most commonly used hub motor as an example, and further illustrates the present invention in conjunction with a specific legend:

Fig.1 Basic scheme of two-speed low-speed hub motor of typical NGW planetary gear train

Figure 2 Two-speed low-speed hub motor improvement scheme for NGW planetary gear train

Figure 3 Main view of the two overrunning clutches

Figure 4 A-A cross-sectional view of the two overrunning clutches

Figure 5 B-B cross-sectional view of the two overrunning clutches

Figure 6 NW planetary gear train two-speed high-speed hub motor new scheme

Figure 7 NW type clutch set main view

Figure 8 Sectional view of the NW clutch set

Figure 9 Another additional buffer, transmission mechanism

Figure 10 Roller clutch main view

Figure 11 is a cross-sectional view of the roller clutch C-C

among them

1- Motor rotor	2- Motor stator	3- planetary gear
4- Inner ring gear	4.2- High speed output gear	5- center wheel
6- Clutch seat	6.1 - Low speed ratchet	6.2 - High speed ratchet
7- pawl seat	7.1 - low speed wheel	7.2 - High speed wheel
7.3 - Transition sleeve	8- cam	8.1 - Fork
8.2 - toggle	9- Controllable pawl	9.1 - Roller
9.2 - Spring	10- elastic cushion	11- pawl
12- block	13- Pawl Spring	14- return spring
15-controllable pawl spring

detailed description

Embodiment 1: Improvement of two-speed low-speed hub motor of NGW planetary gear train

Referring to Figures 2, 3, 4 and 5, the one-way clutch, also known as the overrunning clutch, has a variety of configurations. For the sake of simplicity, a ratcheting one-way clutch is taken as an example. 3, FIG. 4, and FIG. 5, the two-way clutch group of FIG. 2 is taken out, and FIG. 3 is a front view, FIG. 4 is a cross-sectional view taken along line A-A, and FIG. 5 is a cross-sectional view taken along line B-B. For the sake of uniformity, it is assumed that the forward drive train is a high speed drive and the reverse drive train is a low speed drive. In the figure, the high-speed transmission is input by the high-speed ratchet 6.2, that is, the forward transmission member, and the low-speed transmission is input by the low-speed ratchet 6.1, that is, the reverse transmission member; the clutch seat 6 serves as the output of the motor transmission, that is, the output transmission member, directly with The hub is coupled by a threaded fastening. The clutch seat 6 is the input of the wheel motion when the vehicle is reversing and overspeeding.

When the motor rotates forward, the motion is transmitted to the high speed ratchet 6.2, and then the pawl 11 pushed up by the spring 13 is pushed to drive the pawl base 7 to rotate, that is, the transition sleeve, and the inner ring of the pawl base 7 has a gap. That is, the circumferential notch is provided with an elastic cushion 10, and after a long period of time, the elastic cushion 10 comes into contact with the block 12 on the clutch seat 6, and then pushes the clutch seat 6 to output motion. With the additional motion generated by its lost motion during the engagement process, the additional transmission mechanism mounted on the pawl seat 7 - the cam 8 presses the controllable pawl 9 mounted on the clutch seat 6, cutting off all transmissions of the low speed one-way clutch. On the contrary, the circumferential notch is opened on the side of the clutch holder 6, and the stopper 12 is fixed to the side of the pawl holder 7, and an equivalent effect can be achieved.

When the motor is reversed, the high speed ratchet 6.2 is reversely driven to rotate, the pawl 11 is driven by the friction force, the pawl seat 7 is moved in the opposite direction relative to the clutch seat 6, the cam 8 releases the controllable pawl 9, and the other spring 13 Under the action, the controllable pawl 9 returns to the normal function; at this time, the decelerated and reversed motion is input through the low speed ratchet 6.1, and the controllable pawl 9 drives the clutch seat 6 to output the low speed motion.

When the vehicle is coasting, both one-way clutches slip and do not transmit motion.

When the vehicle is pushed back, the reverse movement is input from the one-way clutch seat 6, similar to the reverse process of the forward rotation of the motor, and the reverse movement is cut off by the additional motion generated by the idle motion, and the reverse motion can only be transmitted to the rotor of the motor through the high-speed ratchet. The drag motor idles and does not constitute a self-locking.

Compared with before the improvement, the structure not only solves the problem of reverse self-locking, but also eliminates the low-speed ratchet 6.1 reverse and controllable pawl 9, the clutch seat 6 and the spring 13 when the high-speed gear is used most frequently in the vehicle. The problem of friction and collision not only reduces wear, but also reduces noise, and also improves the efficiency of the whole machine. During shifting during driving, due to the action of the cushion, the shock, vibration, and noise at the time of low-speed switching to high speed are greatly reduced, and the life of the clutch is effectively extended. When reversing, because the low speed transmission chain is cut off, the reverse resistance caused by the motor magnetic damping is smaller than that of the ordinary reduction gear motor.

Further implementation: other structures for the improvement of the two-speed low-speed hub motor -

The pawl seat 7, the elastic cushion 10, the block 12 and the clutch seat 6 together constitute an additional lost motion mechanism in the above typical example; the cam 8 mounted on the pawl seat 7 and the controllable pawl 9 together constitute an additional The transmission mechanism; the controllable pawl 9, the low speed ratchet 6.1 and the clutch seat 6 together form a controllable one-way clutch. These three sets of institutions and their relationship to each other are the essence of the present invention, and it is not difficult to make changes to each specific institution on this basis, because each of these institutions can have countless combinations.

For example, the additional lost motion mechanism may also be a variable volume structure or the elastic seat material may be used to couple the pawl seat and the clutch seat, and even the elastic material may be integrated into different shapes by different shapes; the additional transmission mechanism is more configured, such as It can be changed to lever transmission, liquid plastic transmission, steel ball transmission, thread transmission, ramp transmission, etc.; controllable one-way clutch can also choose steel ball friction type, roller friction type, needle roller friction type, deformation sleeve, deformation disc type, wedge Block and so on. The various changes are mainly based on the respective process habits, capabilities and the lowest possible cost, and the supporting level of the relevant enterprises.

Embodiment 2: New scheme of NW planetary gear train two-speed high-speed hub motor

The transmission mechanism of Fig. 6 is based on the NW type planetary gear train, including the center wheel 5 of the motor output, the double planetary gear 3, the inner ring gear 4 of the low speed output, and a high speed output gear 4.2. Two one-way clutches are mounted together on the clutch seat 6, and the clutch seat 6 is fastened to the right end cover. The difference from the first embodiment is that the transmission direction of the high speed one-way clutch ratchet 6.2 and the pawl 11 is changed, and the principle is the same.

Referring to Fig. 6, the stator 2 of the high speed motor is fixed to the support shaft, and the rotor 1 transmits the motion to the double planetary gear 3 through the center wheel 5, and then is simultaneously transmitted to the ring gear 4 and the high speed output gear 4.2 at the same time to obtain two steering directions. Conversely, the output of different speeds, that is, the forward drive chain and the reverse drive chain, wherein the ring gear 4 is a reverse drive member, and the high speed output gear 4.2 is a forward drive member. Two one-way clutches, wherein the low speed ratchet 6.1 is fastened to the inner ring gear 4, and the high speed output gear 4.2 is integrated with the pawl seat 7 of the pawl 11. When the motor rotates forward, the controllable pawl 9 is disconnected from the low speed ratchet 6.1, and the pawl 11 and the high speed ratchet 6.2 are combined to output high speed torque through the hub; when the motor is reversed, the pawl 11 and the high speed ratchet 6.2 are reversed, Passing the motion, the controllable pawl 9 is combined with the low speed ratchet 6.1 to output a low speed torque through the hub.

The following is further explained in detail according to the legend.

Figure 7 is an enlarged view of the two one-way clutch of Figure 6, and Figure 8 is a left side view of Figure 7. When the motor starts to rotate forward, the rotation of the high-speed output gear 4.2 is transmitted to the pawl holder 7 (counterclockwise rotation in Fig. 8), and the pawl 11 is lifted by the pawl spring 13, pushing the high-speed ratchet 6.2, and the structure is high-speed. The ratchet 6.2 is a transition sleeve, and the clutch seat 6 is an output transmission member. Through the several blocks 12 inserted on the high speed ratchet 6.2, the block 12 is accurately pinned, and the gap buffer is over the clutch seat 6, and also That is, the circumferential gap is pressed on the cushion 10, and then transmitted to the clutch seat 6 to output high-speed rotation; at the same time, the block 12 also pushes the fork 8.1, that is, the additional transmission mechanism, against the tension of the return spring 14, and rotates relative to the clutch seat 6. The controllable pawl 9 mounted on the clutch seat 6 is lifted to move the claw tip away from the low speed ratchet 6.1, the low speed clutch is cut off, and the low speed ratchet 6.1 is reversely idling. When the motor is reversed, the high speed pawl seat 7 is reversed (clockwise in Fig. 8), the pawl 11 slips over the high speed ratchet 6.2 teeth, the high speed one-way clutch does not transmit power, and the shift fork 8.1 is reset. Under the action of the spring 14, the clutch seat 6 is retracted clockwise, and the controllable pawl 9 is opened by the controllable pawl bouncer 15, and the claw tip is outwardly opened, and exits the controlled state, as shown in the lower half of FIG. As shown by the line; the low speed ratchet 6.1 rotates forward, pushes the pawl 9 clockwise, and rotates the low speed through the low speed clutch output.

As can be seen from the above description, as long as the high speed one-way clutch enters the engaged state, additional motion is performed in the additional lost motion mechanism consisting of the high speed ratchet 6.2, the stop block 12 and the circumferential gap of the clutch seat 6, the movement being transmitted through the block 12, dialing An additional transmission mechanism composed of the fork 8 transmits an additional motion applied to the controllable one-way clutch consisting of the controllable pawl 9, the clutch seat 6, the pawl spring 15, and the low speed ratchet 6.1 to form an interlock. It is guaranteed that in any state, only one of the two one-way clutches can be turned on. In this way, due to the reverse implementation, the two one-way clutch can only make the high-speed one-way clutch open, and the low-speed one-way clutch is in the controlled disconnection state, thereby avoiding the self-locking problem when the electric vehicle is reversed and manually pushed.

Fig. 9 is another additional cushioning mechanism, which is basically the same as the principle of Fig. 8, except that the block 12 integrated with the high speed ratchet 6.2 is substituted for the block 12 of Fig. 8, and the fork 8 and the block 12 are fastened by screws. Together.

Embodiment 3: Example of using a roller clutch

Referring to Figures 10 and 11, this example is a typical roller clutch operation scheme, including a low speed wheel 7.1, a high speed wheel 7.2 (corresponding to a low speed ratchet 6.1, a high speed ratchet 6.2, respectively), a clutch seat 6 and a transition sleeve 7.3, the clutch is a roll Column 9.1, additional spring 9.2, the additional transmission mechanism includes a bevel on the circumferential surface of the transition sleeve 7.3, the dial member 8.2, the dial member 8.2 is mounted by a dynamic push rod, ball and tappet mounted in the slot of the clutch seat 6. The composition, the push rod can resist the roller 9.1, achieving a controllable purpose.

When the motor rotates in the forward direction and the transition sleeve 7.3 rotates relative to the clutch seat 6, the inclined surface drives the dial member 8 in the axial direction, and the push rod pushes several transmission balls. After the turning, the last driving ball pushes the cylinder radially. The tappet, the tappet pushes the roller 9.1 of the clutch in the counterclockwise direction to the larger direction of the left side gap in Fig. 11, and stops the transmission of the low speed one-way clutch, achieving a controllable effect, realizing the interlocking function of the high speed to the low speed transmission .

It can be seen from the above embodiment that the high-speed one-way clutch can be completely replaced by any one-way one-way overrunning clutch; the low-speed controllable one-way clutch can also be used with other types of clutches, but the control mode and the transmission mode should be appropriately changed. In the above example, the controllable one-way clutch is installed on the side of the low-speed transmission chain. Similarly, it can also be installed on the side of the high-speed transmission chain. The specific structure is taken as an example in the first embodiment. As long as the two one-way clutch groups shown in FIG. 3 (one of which is a controllable one-way clutch) are turned left and right on the drawing, FIG. 4 and FIG. 5 are unchanged, that is, the ordinary single. The position of the clutch and the controllable one-way clutch and its additional lost motion mechanism and additional transmission mechanism are interchanged, and other related positioning and coupling mechanisms are adjusted accordingly to achieve the interlocking control direction interchange effect.

Although the wheel hub motor is taken as an example, it is not limited to the hub motor. It can also be integrated with the motor to realize the forward and reverse control of the motor in the same direction and two-speed output mechanism. It can be used not only for two-wheel electric vehicles, but also for the outer casing and transmission parts. After the modification, it becomes a fixed outer casing and a shaft rotating output structure, which is also applicable to other three-wheeled, four-wheel electric vehicles and electric vehicles.

The forward drive chain and the reverse drive chain of the present invention are only for convenience of definition, wherein the forward and reverse directions are only relative, and the clockwise direction may be defined as positive, or the counterclockwise direction may be defined as positive. Or; in the forward direction, the direction of the vehicle is forward, and the reverse direction is reversed, and vice versa.

Claims

An electric control variable speed electric vehicle two-speed motor, comprising a motor, a shaft, a bearing, a casing, a motor rotor, a rotor output respectively connected with a forward and reverse transmission chain drive, and a forward transmission member at the output end of the forward and reverse transmission chains and The reverse transmission member is connected to the output transmission member via a one-way clutch, wherein the one-way clutch between the reverse transmission member and the output transmission member is a controllable one-way clutch; the forward transmission member is driven by the one-way clutch There is a circumferential gap between the transition sleeve and the coaxial output transmission member, and a block is arranged in the circumferential gap, the block is fixed on one side of the two, and the gap and the block together form an additional lost motion mechanism; The transition sleeve generates additional motion under the action of the additional lost motion mechanism, and interlocks with an additional transmission mechanism that can push the controllable one-way clutch to actuate the transmission of the controllable one-way clutch.
The two-speed electric motor of an electronically controlled shift electric vehicle according to claim 1, wherein the one-way clutch is a pawl, the forward transmission member is a high-speed ratchet, the reverse transmission member is a low-speed ratchet, and the output transmission member is a clutch seat, and the output transmission member is a clutch seat. The clutch seat is directly screwed to the hub; the transition sleeve is a pawl seat for positioning the pawl, and is coaxially sleeved on the clutch seat; a side of the pawl seat or the clutch seat is provided with a circumferential gap, a clutch seat or a spine A block extending into the circumferential notch is fixed to the claw seat; the additional transmission mechanism is a cam of the pawl seat, and the cam rotation process can press the pawl on the side of the low speed ratchet.
The two-speed electric motor of an electronically controlled variable speed electric vehicle according to claim 1, wherein the one-way clutch is a pawl, the forward transmission member is a high-speed output gear, and the reverse transmission member is an inner ring gear; the low-speed ratchet and the inner ring gear The fastening, high-speed output gear is integrated with the pawl seat, the transition sleeve is a high-speed ratchet, and the output transmission member is a clutch seat; the clutch seat is provided with a circumferential gap, and the high-speed ratchet fixed block can pass through the circumferential gap; The transmission mechanism is a fork that is sleeved on the clutch seat, and the fork rotates to lift the pawl on the side of the low speed ratchet.
The electric-controlled variable speed electric vehicle two-speed motor according to claim 1, wherein the one-way clutch is a roller, the forward transmission member is a high-speed wheel, the reverse transmission member is a low-speed wheel, and the output transmission member is a clutch seat. The clutch seat is directly screwed to the hub; the transition sleeve is a roller seat for positioning the roller, and is coaxially sleeved on the clutch seat; the additional transmission mechanism includes a slope on the circumferential surface of the transition sleeve, and a dialing member, The toggle member consists of a dynamic push rod, ball and tappet mounted in the slot of the clutch seat, and the push rod can resist the roller.
The two-speed electric motor of an electrically controlled variable speed electric vehicle according to claim 1, wherein the one-way clutch and the controllable one-way clutch are of a friction type, a wedge type or a ratchet type.
The two-speed electric motor of an electronically controlled variable speed electric vehicle according to claim 1, wherein the additional transmission mechanism is an alternative structure of a lever, a liquid plastic, a steel ball, a thread, a fork, a cam or a ramp transmission member.
A two-speed motor for an electronically controlled variable speed electric vehicle according to claim 1, 2 or 3, wherein the circumferential notch is filled with a cushioning member on the side of the force receiving portion of the block, or an alternative structure of the elastic member.