WO2017096629A1 - 一种电驱动动力装置及电动摩托车 - Google Patents

一种电驱动动力装置及电动摩托车 Download PDF

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Publication number
WO2017096629A1
WO2017096629A1 PCT/CN2015/097208 CN2015097208W WO2017096629A1 WO 2017096629 A1 WO2017096629 A1 WO 2017096629A1 CN 2015097208 W CN2015097208 W CN 2015097208W WO 2017096629 A1 WO2017096629 A1 WO 2017096629A1
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Prior art keywords
shifting
shift
motor
shaft
electric drive
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PCT/CN2015/097208
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English (en)
French (fr)
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姚立
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东莞市台铃车业有限公司
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Priority to PCT/CN2015/097208 priority Critical patent/WO2017096629A1/zh
Publication of WO2017096629A1 publication Critical patent/WO2017096629A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion

Definitions

  • the present invention relates to the field of vehicles, and in particular to an electric drive power unit and an electric motorcycle.
  • the technical problem to be solved by the present invention is to provide an electric drive power device and an electric motorcycle that can satisfy the speed while ensuring strong power and reasonable energy consumption.
  • an embodiment of the present invention provides an electric drive power device including a motor, a clutch, a shifting mechanism, and a controller;
  • the shifting mechanism includes a main shaft, a countershaft for outputting power to the outside, and a shifting gear set, the shifting gear set being coupled between the main shaft and the countershaft; the shifting gear set is coupled with a shifting mechanism
  • the shifting mechanism is configured to adjust a gear ratio of the shifting gear set;
  • the clutch is coupled between the driving wheel and the main shaft;
  • the controller is electrically connected to the motor for controlling an output power of the motor.
  • the motor is a DC brushless permanent magnet motor.
  • a driving wheel is mounted on the output shaft of the motor, and a driven wheel is mounted on the clutch, and the driven wheel meshes with the driving wheel.
  • the electric drive power device further includes a housing, and the motor, the clutch and the shifting mechanism are all disposed in the housing.
  • the shifting mechanism comprises a shifting pin, a shifting drum, a shifting shaft and a shifting lever, and the shifting pin is connected to the shifting gear set,
  • the shift pin, the shift drum, the shift shaft and the shift lever are sequentially connected, and the shift fork a pin, the shifting drum, the shifting shaft are disposed in the housing, the shifting shaft is rotatably coupled to the housing, and one end of the shifting shaft extends to the outside of the housing to form a connecting end
  • the shifting lever is coupled to the shifting shaft for driving the shifting shaft to rotate, and driving the shifting drum and the shifting pin to act, thereby transforming a plurality of gears in the shifting gear set The relationship between the two.
  • a sealing structure is disposed between the connecting end and the housing.
  • the electric drive power device further includes a speed control handle electrically connected to the controller.
  • the present invention provides an electric motorcycle including a battery, a rear rim, and the aforementioned electric drive power device, the battery being electrically connected to the electric drive power device, and the auxiliary shaft of the electric drive power device is driven A mechanism drive is coupled to the rear rim.
  • the transmission mechanism is one of a chain transmission mechanism, a shaft transmission mechanism, and a belt transmission mechanism.
  • the electric drive power device and the electric motorcycle provided by the embodiments of the present invention use a motor as a power source, and the controller can control the output power of the motor, and the clutch can be used to obtain different output torques of different gear positions to meet different speeds.
  • the demand for road conditions can ensure the strong power and reasonable energy consumption while meeting the speed.
  • FIG. 1 is a schematic view showing the connection of main components of an electric motorcycle according to a preferred embodiment of the present invention
  • FIG. 2 is a schematic structural view of an electric drive power unit according to a preferred embodiment of the present invention.
  • the electric motorcycle in an electric motorcycle according to a preferred embodiment of the present invention, includes a battery 100, a rear rim 200, and an electric drive power device 300.
  • the battery 100 is electrically connected to the electric drive.
  • the force device 300, the electric drive power device 300 is connected to the rear rim 200 by a transmission mechanism, thereby driving the entire vehicle to travel.
  • the electric drive power unit 300 includes a motor 1, a clutch 2, a shifting mechanism 3, and a controller 4.
  • the motor 1 is connected to the shifting mechanism 3 through the clutch 2, the shifting mechanism 3 outputs torque outward, and the controller 4 is used to control the output torque of the motor 1.
  • the motor 1 is a power source for the entire electric drive power unit 300.
  • the motor 1 is a DC brushless permanent magnet motor.
  • the motor 1 may also be a brush motor, a high speed permanent magnet brushless motor, or the like.
  • the shifting mechanism 3 includes a main shaft 31, a counter shaft 32 for outputting power to the outside, and a shift gear group 33, and the shift gear group 33 is coupled between the main shaft 31 and the counter shaft 32.
  • the plurality of gears of the shift gear set 33 generate different gear positions through a series of gear combinations of different gear ratios, and the gear ratio of the shift gear set 33 can be changed, that is, the gear ratio between the main shaft 31 and the counter shaft 32 is adjusted, thereby changing The output torque of the countershaft 32.
  • the shifting mechanism 3 is divided into neutral, 1, 2, 3, 4, and 5 speed shifts.
  • the shifting mechanism 3 When the shifting mechanism 3 is in neutral, that is, the clutch 2 is in a disengaged state, and the motor 1 is idling without power output to the rear rim. 200, when in the first gear state, the output torque can be up to 250N.m, which can be more than 130N.m larger than the traditional motor torque. It can be used for climbing or high load conditions; when the shifting mechanism 3 is in the 5th gear At the time, the speed can reach up to 90Km/h, which is 45Km/h higher than that of the conventional electric vehicle. It is used to solve the driving condition that the user only needs a certain speed and has little demand for the force, such as a flat road condition.
  • the clutch 2 is connected between the output shaft 10 of the motor 1 and the main shaft 31. With the clutch 2, the power of the output shaft 10 of the motor 1 can be transmitted to the main shaft 31, and the transmission connection between the output shaft 10 of the motor 1 and the main shaft 31 can be disconnected to adjust the gear ratio by the shifting mechanism 3.
  • the driving gear 11 is mounted on the output shaft 10 of the motor 1
  • the driven gear 21 is mounted on the clutch 2.
  • the driving gear 11 meshes with the driven gear 21, and the driving gear 11 and the driven gear 21 are matched.
  • the connection between the output shaft 10 of the electric machine 1 and the clutch 2 is achieved.
  • the transmission connection between the output shaft 10 of the motor 1 and the clutch 2 can also be achieved by means of a gear set, a chain, a belt drive or the like.
  • the clutch 2 is connected to the main shaft 31.
  • the driving gear 11 drives the driven gear 21 to rotate, and the driven gear 21 does not drive the main shaft 31 to rotate.
  • the speed gear set 33 is adjusted; when the clutch 2 is in the combined state, the driving gear 11 drives the driven gear 21 to rotate, the driven gear 21 drives the main shaft 31 to rotate through the clutch 2, and the power output is output through the shifting gear set 33 and the counter shaft 32. .
  • the electric drive power device 300 further includes a housing 301, and the motor 1, the clutch 2, and the shifting mechanism 3 are all disposed in the housing 301.
  • main components such as the motor 1, the clutch 2, and the shifting mechanism 3 can be combined into one unit, which facilitates oil seal, ensures operational reliability, and facilitates assembly to the electric motorcycle as a whole.
  • the shifting gear set 33 is connected to a shifting mechanism 5 for adjusting the gear ratio of the shifting gear set 33.
  • a shifting mechanism 5 for adjusting the gear ratio of the shifting gear set 33.
  • the shifting mechanism 5 includes a shift pin 51, a shift drum 52, a shift shaft 53 and a shift lever 54, and the shift pin 51 is coupled to the shift gear set 33.
  • the shift pin 51, the shift drum 52, the shift shaft 53 and the shift lever 54 are sequentially connected, and the shift pin 51, the shift drum 52, and the shift shaft 53 are all disposed in the housing 301, and the shift shaft 53 is rotationally connected.
  • one end of the shifting shaft 53 extends to the outside of the housing 301 to form a connecting end 531, and the shift lever 54 is coupled to the shifting shaft 53 for driving the shifting shaft 53 to rotate, and driving the shifting drum 52 and dialing
  • the fork pin 51 operates to change the coupling relationship between the plurality of gears in the shift gear set 33 to change its gear ratio.
  • a sealing structure is disposed between the connecting end 531 and the housing 301 to ensure that the oil seal in the housing 301 does not leak.
  • the shifting mechanism 5 may also employ the automatic shifting mechanism 5 to realize automatic shifting of the electric drive power unit 300.
  • the countershaft 32 is coupled to the rear rim 200 by a transmission mechanism, thereby driving the rear wheel to rotate, thereby achieving the travel of the entire vehicle.
  • the transmission mechanism may be one of a chain transmission mechanism, a shaft transmission mechanism, and a belt transmission mechanism.
  • the transmission mechanism is a chain transmission mechanism
  • the chain transmission mechanism includes a drive sprocket 6 and a chain.
  • the drive sprocket 6 is mounted on the countershaft 32, and the drive sprocket 6 is connected to the follower on the rear rim 200 through a chain.
  • the sprocket can drive the rear rim 200 to rotate when the counter shaft 32 rotates.
  • the motor 1 is output as a power source to the clutch 2, and the power of the different gear positions is output to the drive sprocket 6 through the chain to the rear rim 200 through the clutch 2 to drive the entire vehicle.
  • the controller 4 is electrically connected to the motor 1 for controlling the output power of the motor 1 to adjust the electric motor The speed of the carriage.
  • the electric drive power unit 300 further includes a speed control handle 7, which is electrically connected to the controller 4. With the speed control handle 7, the user can conveniently send control information to the controller 4 to adjust the vehicle speed.
  • the battery 100 is connected to the controller 4, and the electric energy of the battery 100 is transmitted to the motor 1 via the controller 4 to facilitate the control of the output power of the motor 1.
  • the electric drive power device 300 and the electric motorcycle provided by the invention adopt a combination of a DC brushless permanent magnet motor, a clutch 2, a shifting mechanism 3 and a controller 4, and adopt a DC brushless permanent magnet motor as a power source, and combine the clutch 2
  • a shifting mechanism 3 different output torques of different gear positions can be obtained to meet different road conditions, and the speed can be satisfied while ensuring strong power and reasonable energy consumption.
  • the shifting mechanism 3 is divided into multiple shifting gears.
  • the shifting mechanism 3 When the shifting mechanism 3 is in neutral gear, if the speed regulating lever 7 is turned on at this time, the motor 1 is in an idling state and no power is output to the rear rim 200, and when in the first gear state, it can be used for climbing. Driving under slope or high load conditions; when the shifting mechanism 3 is in the 5th gear, it is used to solve the driving condition that the user does not need a certain speed for a certain speed.
  • the gear shifting of the shifting mechanism 3 generates different gear positions through a series of gear combinations of different gear ratios, and the DC brushless permanent magnet motor is output as a power source to the clutch 2, and the power of the different gears is output to the active chain through the clutch 2
  • the wheel passes the chain to the rear rim 200, thereby driving the entire vehicle.
  • the motor 1 adopts a high-speed brushless permanent magnet motor and a gear ratio of a certain gear ratio to achieve the preset power and the speed.
  • the low-speed brushless permanent magnet motor can also be used.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种电驱动动力装置，包括电机（1）、离合器（2）、变速机构（3）及控制器（4）；变速机构（3）包括主轴（31）、用于向外部输出动力的副轴（32）及变速齿轮组（33），变速齿轮组（33）连接在主轴（31）与副轴（32）之间；变速齿轮组（33）连接有变档机构（5），变档机构（5）用于调节变速齿轮组（33）的传动比；离合器（2）连接在主动齿轮（11）与主轴（31）之间；控制器（4）电连接于电机（1），用于控制电机的输出功率；还公开了一种电动摩托车，电动摩托车包括电池（100）、后轮辋（200）及电驱动动力装置（300）。该电驱动动力装置及电动摩托车采用电机作为动力源，结合离合器再通过变速机构能够得到不同档位的不同输出扭矩以满足不同路况的需求，可以在满足速度的同时还可确保强劲的动力和合理的能耗。

Description

一种电驱动动力装置及电动摩托车 技术领域
本发明涉及交通工具领域，尤其涉及一种电驱动动力装置及电动摩托车。
背景技术
目前的电动自行车在爬坡能力与行驶速度及续行里程方面已进入了技术瓶颈。现行业内的电机动力系统都是采用低速内定子外转子式轮毂电机直接驱动整车，其最高速度也只有45Km/h左右，最大扭矩也只有120N.m左右；对于同时追求速度、力度和能耗的要求显然已无法满足。
发明内容
本发明所要解决的技术问题在于，提供一种电驱动动力装置及电动摩托车，满足速度的同时还可确保强劲的动力和合理的能耗。
为了解决上述技术问题，一方面，本发明的实施例提供了一种电驱动动力装置，包括电机、离合器、变速机构及控制器；
所述变速机构包括主轴、用于向外部输出动力的副轴、及变速齿轮组，所述变速齿轮组连接在所述主轴与所述副轴之间；所述变速齿轮组连接有变档机构，所述变档机构用于调节所述变速齿轮组的传动比；
所述离合器连接在所述主动轮与所述主轴之间；
所述控制器电连接于所述电机，用以控制所述电机的输出功率。
其中，所述电机为直流无刷永磁电机。
其中，所述电机的输出轴上安装有主动轮，所述离合器上安装有从动轮，所述从动轮与所述主动轮相啮合。
其中，所述电驱动动力装置还包括壳体，所述电机、所述离合器及所述变速机构均设置在所述壳体中。
其中，所述变档机构包括拨叉销、变档鼓、变档轴及变档杆，所述拨叉销连接于所述变速齿轮组，
所述拨叉销、所述变档鼓、所述变档轴及所述变档杆依次连接，所述拨叉 销、所述变档鼓、所述变档轴均设置在所述壳体内，所述变档轴转动连接于所述壳体，所述变档轴的一端延伸至所述壳体外形成连接端，所述变档杆连接于所述变档轴，用于驱动所述变档轴转动，并带动所述变档鼓及所述拨叉销动作，进而变换所述变速齿轮组中多个齿轮之间的配合关系。
其中，所述连接端与所述壳体之间设置有密封结构。
其中，所述电驱动动力装置还包括调速把，所述调速把电连接于所述控制器。
另一方面，本发明提供了一种电动摩托车，包括电池、后轮辋及前述电驱动动力装置，所述电池电连接于所述电驱动动力装置，所述电驱动动力装置的副轴通过传动机构传动连接于所述后轮辋。
其中，所述传动机构为链传动机构、轴传动机构、及带传动机构中的一种。
本发明实施例提供的电驱动动力装置及电动摩托车，采用电机作为动力源，控制器可以对电机的输出功率进行控制，结合离合器再通过变速机构能够得到不同档位的不同输出扭矩以满足不同路况的需求，可以在满足速度的同时还可确保强劲的动力和合理的能耗。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本发明优选实施例提供的电动摩托车主要部件的连接示意图；
图2是本发明优选实施例提供的电驱动动力装置的结构示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述。
参见图1及图2，本发明优选实施例提供的电动摩托车中，电动摩托车包括电池100、后轮辋200及电驱动动力装置300，电池100电连接于电驱动动 力装置300，电驱动动力装置300通过传动机构传动连接于后轮辋200，从而驱动整车行进。
电驱动动力装置300，包括电机1、离合器2、变速机构3及控制器4。电机1通过离合器2连接至变速机构3，变速机构3向外输出扭矩，控制器4用于控制电机1的输出扭矩。
电机1为整个电驱动动力装置300的动力源。优选的，电机1为直流无刷永磁电机，当然在其他实施方式中，电机1也可以为有刷电机、高速永磁无刷电机等等。
变速机构3包括主轴31、用于向外部输出动力的副轴32、及变速齿轮组33，变速齿轮组33连接在主轴31与副轴32之间。变速齿轮组33的多个齿轮，通过一系列不同齿数比的齿轮组合产生不同的档位，可以改变变速齿轮组33的传动比，即调整主轴31与副轴32之间的传动比，从而改变副轴32的输出扭矩。
本实施例中，变速机构3分为空挡、1、2、3、4、5档变速，当变速机构3处于空挡时，即离合器2处于分离状态，此时电机1空转无动力输出到后轮辋200，当处于1档状态时，输出扭矩最大可达250N.m，可以比传统的电机扭矩大130N.m以上，可以用于爬坡或高负载工况下行驶；当变速机构3处于5档时，速度最高可达90Km/h，比传统电动车高出45Km/h，用于解决用户对于只追求一定的速度而对于力度需求不大的行驶路况，比如平坦的路况。
离合器2连接在电机1的输出轴10与主轴31之间。利用离合器2可以使得电机1的输出轴10的动力传递给主轴31，同时可以断开电机1的输出轴10与主轴31之间的传动连接，以便利用变速机构3对传动比进行调整。本实施例中，电机1的输出轴10上安装有主动齿轮11，离合器2上安装有从动齿轮21，主动齿轮11与从动齿轮21相啮合，利用主动齿轮11与从动齿轮21的配合，实现电机1的输出轴10与离合器2之间的连接。此处，在其他实施方式中，电机1的输出轴10与离合器2之间亦可以通过齿轮组、链条、带传动等方式实现传动连接。
离合器2与主轴31相连。当离合器2处于分离状态时，主动齿轮11带动从动齿轮21转动，而从动齿轮21不会带动主轴31进行转动，此时便可对变 速齿轮组33进行调整；当离合器2处于联合状态时，主动齿轮11带动从动齿轮21转动，从动齿轮21通过离合器2带动主轴31转动，并通过变速齿轮组33与副轴32将动力输出。
本实施例中，电驱动动力装置300还包括壳体301，电机1、离合器2及变速机构3均设置在壳体301中。通过壳体301，可以将电机1、离合器2及变速机构3等主要部件结合成一个整体，便于进行油封，保证运行可靠性，同时便于整体装配到电动摩托车上。
变速齿轮组33连接有变档机构5，变档机构5用于调节变速齿轮组33的传动比。通过变档机构5调节变速齿轮组33的多个齿轮之间的配合关系，可以调节其传动比，从而调整副轴32的输出扭矩。
变档机构5包括拨叉销51、变档鼓52、变档轴53及变档杆54，拨叉销51连接于变速齿轮组33。拨叉销51、变档鼓52、变档轴53及变档杆54依次连接，拨叉销51、变档鼓52、变档轴53均设置在壳体301内，变档轴53转动连接于壳体301，变档轴53的一端延伸至壳体301外形成连接端531，变档杆54连接于变档轴53，用于驱动变档轴53转动，并带动变档鼓52及拨叉销51动作，进而变换变速齿轮组33中多个齿轮之间的配合关系，以改变其传动比。连接端531与壳体301之间设置有密封结构，以保证壳体301内的油封不会泄露。
利用变档杆54，使用者可以在电驱动动力装置300外部自己根据需要进行换挡。此处，在其他实施方式中，变档机构5也可以采用自动变档机构5，实现电驱动动力装置300的自动换挡。
副轴32通过传动机构传动连接于后轮辋200，从而带动后轮转动，实现整车的行进。传动机构可以为链传动机构、轴传动机构、及带传动机构中的一种。作为优选，本实施例中传动机构为链传动机构，链传动机构包括主动链轮6及链条，主动链轮6安装于副轴32，主动链轮6通过链条连接至后轮辋200上的从动链轮，当副轴32转动时，可以带动后轮辋200转动。电机1作为动力源输出到离合器2，经过离合器2使不同档位的动力输出到主动链轮6经过链条到后轮辋200从而驱动整车。
控制器4电连接于电机1，用以控制电机1的输出功率，以便调整电动摩 托车的行进速度。电驱动动力装置300还包括调速把7，调速把7电连接于控制器4，利用调速把7，使用者可以方便地向控制器4发送控制信息，从而调整车速。本实施例中，电池100连接于控制器4，电池100的电能经控制器4传输给电机1，以方便实现对电机1输出功率的控制。
本发明提供的电驱动动力装置300及电动摩托车，通过直流无刷永磁电机、离合器2、变速机构3及控制器4的组合方式，采用直流无刷永磁电机作为动力源，结合离合器2再通过变速机构3能够得到不同档位的不同输出扭矩以满足不同路况的需求，可以在满足速度的同时还可确保强劲的动力和合理的能耗。
变速机构3分为多档变速，当变速机构3处于空挡时，如果此时拧调速把7，电机1处于空转状态无动力输出到后轮辋200，当处于1档状态时，可以用于爬坡或高负载工况下行驶；当变速机构3处于5档时，用于解决用户对于只追求一定的速度而对于力度需求不大的行驶路况。变速机构3的档位变换通过一系列不同齿数比的齿轮组合产生不同的档位，而直流无刷永磁电机作为动力源输出到离合器2，经过离合器2使不同档位的动力输出到主动链轮经过链条到后轮辋200，从而驱动整车行驶。
本实施例中，电机1采用高速无刷永磁电机配合一定齿数比的变速齿轮组，可以达到所预设的动力及配速，当然在其他实施方式中，也可以通过低速无刷永磁电机或者其他电机配合一定齿数比的变速齿轮组达到相应的动力及配速。
以上的实施方式，并不构成对该技术方案保护范围的限定。任何在上述实施方式的精神和原则之内所作的修改、等同替换和改进等，均应包含在该技术方案的保护范围之内。

Claims (9)

  1. 一种电驱动动力装置，其特征在于，包括电机、离合器、变速机构及控制器；
    所述变速机构包括主轴、用于向外部输出动力的副轴、及变速齿轮组，所述变速齿轮组连接在所述主轴与所述副轴之间；所述变速齿轮组连接有变档机构，所述变档机构用于调节所述变速齿轮组的传动比；
    所述离合器连接在所述主动轮与所述主轴之间；
    所述控制器电连接于所述电机，用以控制所述电机的输出功率。
  2. 根据权利要求1所述的电驱动动力装置，其特征在于，所述电机为直流无刷永磁电机。
  3. 根据权利要求1所述的电驱动动力装置，其特征在于，所述电机的输出轴上安装有主动轮，所述离合器上安装有从动轮，所述从动轮与所述主动轮相啮合。
  4. 根据权利要求1所述的电驱动动力装置，其特征在于，所述电驱动动力装置还包括壳体，所述电机、所述离合器及所述变速机构均设置在所述壳体中。
  5. 根据权利要求4所述的电驱动动力装置，其特征在于，所述变档机构包括拨叉销、变档鼓、变档轴及变档杆，所述拨叉销连接于所述变速齿轮组，
    所述拨叉销、所述变档鼓、所述变档轴及所述变档杆依次连接，所述拨叉销、所述变档鼓、所述变档轴均设置在所述壳体内，所述变档轴转动连接于所述壳体，所述变档轴的一端延伸至所述壳体外形成连接端，所述变档杆连接于所述变档轴，用于驱动所述变档轴转动，并带动所述变档鼓及所述拨叉销动作，进而变换所述变速齿轮组中多个齿轮之间的配合关系。
  6. 根据权利要求3所述的电驱动动力装置，其特征在于，所述连接端与所述壳体之间设置有密封结构。
  7. 根据权利要求1所述的电驱动动力装置，其特征在于，所述电驱动动力装置还包括调速把，所述调速把电连接于所述控制器。
  8. 一种电动摩托车，其特征在于，包括电池、后轮辋及权利要求1至7任一项所述的电驱动动力装置，所述电池电连接于所述电驱动动力装置，所述 电驱动动力装置的副轴通过传动机构传动连接于所述后轮辋。
  9. 根据权利要求8所述的电动摩托车，其特征在于，所述传动机构为链传动机构、轴传动机构、及带传动机构中的一种。
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