WO2024021884A1 - 中置电机以及电动车 - Google Patents

中置电机以及电动车 Download PDF

Info

Publication number
WO2024021884A1
WO2024021884A1 PCT/CN2023/098620 CN2023098620W WO2024021884A1 WO 2024021884 A1 WO2024021884 A1 WO 2024021884A1 CN 2023098620 W CN2023098620 W CN 2023098620W WO 2024021884 A1 WO2024021884 A1 WO 2024021884A1
Authority
WO
WIPO (PCT)
Prior art keywords
pawl
mid
installation cavity
bearing
transmission mechanism
Prior art date
Application number
PCT/CN2023/098620
Other languages
English (en)
French (fr)
Inventor
彭浩宇
刘海量
王洪晓
Original Assignee
广东威灵电机制造有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 广东威灵电机制造有限公司 filed Critical 广东威灵电机制造有限公司
Publication of WO2024021884A1 publication Critical patent/WO2024021884A1/zh

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • 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
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/02—Motorcycles characterised by position of motor or engine with engine between front and rear wheels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/01—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for shielding from electromagnetic fields, i.e. structural association with shields
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/16—Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields
    • H02K5/161—Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields radially supporting the rotary shaft at both ends of the rotor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters

Definitions

  • This application relates to the field of electric vehicle manufacturing, specifically to a mid-mounted motor and an electric vehicle.
  • the mid-mounted motor is a key component of electric bicycles and electric mopeds, which directly affects electric bicycles.
  • the structure of the mid-mounted motor is relatively complex, and the assembly process consumes high time and labor costs, which is also not conducive to later repairs and maintenance.
  • This application aims to solve at least one of the technical problems existing in the prior art. To this end, this application proposes a mid-mounted motor.
  • the installation process of the mid-mounted motor is simple and fast, which can reduce the time cost and labor cost of the assembly process.
  • this application also proposes an electric bicycle having the above-mentioned mid-mounted motor.
  • the mid-mounted motor includes: a housing assembly, a crank transmission mechanism, a motor, a gear transmission mechanism and a second one-way clutch.
  • a first installation cavity is provided in the housing assembly, and a second one-way clutch is provided in the housing assembly.
  • the crank transmission mechanism includes a crank shaft, a first one-way clutch, a torque detection component and a torque output component, the crank shaft is rotationally connected to the housing component, the first one-way clutch
  • the clutch includes an outer ring and an inner ring. The outer ring is sleeved and fixed to the crankshaft.
  • the torque detection assembly includes a torque sensing sleeve.
  • a first connection part and a second connection are provided at both ends of the torque sensing sleeve. part, the first connection part is connected to the inner ring, one end of the torque output member is sleeved and connected to the second connection part; the motor is connected to the housing assembly; the gear transmission mechanism Connected to the housing assembly, the gear transmission mechanism has an output end and an input end, the input end is connected to the drive shaft of the motor; the second one-way clutch connects the output end to the torque Output piece; wherein, the first installation cavity is located at one end of the housing assembly, the crank transmission mechanism is located in the first installation cavity, and the crankshaft passes through the first installation cavity, along the crankshaft in the radial direction, the second installation cavity and the third installation cavity are located at the other end of the housing assembly, and along the axial direction of the crankshaft, the second installation cavity and the third installation cavity are separated On both sides of the housing assembly, the motor is located in the second installation cavity, and the gear transmission mechanism is located in the third installation cavity.
  • the mid-mounted motor according to the first embodiment of the present application has at least the following beneficial effects: during the installation process of the mid-mounted motor, the outer ring of the first one-way clutch is sleeved and fixed on the crankshaft, and then the torque induction is The first connecting part of the sleeve is inserted into and fixed in the inner ring, and then one end of the torque output piece is sleeved and fixed on the second connecting part of the torque sensing sleeve to obtain the installed crank transmission mechanism.
  • the entire installation process is simple and convenient, and the crank
  • connection and transmission relationship between the components of the transmission mechanism is relatively stable; install the crank transmission mechanism into the first installation cavity at one end of the housing assembly, and install the motor and gear transmission mechanism into the second installation cavity and the third installation cavity on both sides of the housing assembly respectively.
  • the installation of the entire mid-mounted motor can be completed.
  • the crank transmission mechanism, motor and gear transmission mechanism are reasonably separated in the housing assembly, simplifying the internal structure of the mid-mounted motor to make the installation process of the mid-mounted motor simple and fast.
  • crank transmission mechanism can be taken out for repair and maintenance by opening the first installation cavity, and opening the second installation cavity
  • the motor can be taken out for repair and maintenance
  • gear transmission mechanism can be taken out for repair and maintenance by opening the third installation cavity.
  • the housing assembly includes a first housing, a second housing, a first end cover and a second end cover, and the first housing and the second end cover are The shells are connected to form a first installation cavity, the first shell and the first end cover are connected to form a second installation cavity, and the second shell and the second end cover are connected to form a third installation cavity.
  • one side of the crankshaft is provided with a shoulder
  • the crankshaft sleeve is provided with a first bearing
  • the first bearing is connected to the housing assembly along the In the axial direction of the crankshaft, the first bearing abuts the outer side wall of the axle shoulder, the outer ring is sleeved on the axle shoulder, and the end surface of the outer ring abuts the first bearing.
  • the outer wall of the crankshaft is provided with a first slot, and the first slot and the shoulder are separated on both sides of the first bearing, so A first clamping spring is provided in the first clamping groove to limit the first bearing.
  • the inner ring has a first inner hole, and along the axial direction of the inner ring, a plurality of first guides are circumferentially spaced on the inner wall of the first inner hole.
  • the outer wall of the first connecting part is provided with a first guide bar corresponding to the first guide groove, and the first guide bar is inserted into the first guide groove.
  • a first gasket is provided between the outer ring and the first connecting part.
  • the first connecting part abuts the first gasket.
  • the torque output member has a second inner hole, and along the axial direction of the torque output member, a plurality of third inner holes are circumferentially spaced on the inner wall of the second inner hole.
  • Two guide grooves, the outer wall of the second connecting part is provided with a second guide bar corresponding to the second guide groove, and the second guide bar is inserted into the second guide groove.
  • a second bearing and a third bearing are spaced between the torque output member and the crankshaft along the axial direction of the crankshaft.
  • the second bearing and the third bearing is located in the second inner bore.
  • the outer peripheral wall of the inner ring is provided with a plurality of mounting grooves arranged at circumferential intervals, and the outer ring is provided with a plurality of ratchets facing the inner ring, so The ratchet teeth are provided with an engaging surface, and a pawl is provided in the installation groove.
  • the pawl is rotatably connected to the inner ring.
  • the pawl includes a first pawl and a second pawl.
  • the third pawl is A pawl and the second pawl are both connected with elastic elements, and the elastic element is used to push the first pawl and the second pawl to expand outward; when the inner ring rotates in the first direction , one of the first pawl and the second pawl abuts the engagement surface, and there is a gap between the other and the engagement surface; when the inner ring rotates in the second direction, the The first pawl and the second pawl are both slidingly connected to the ratchet tooth.
  • the mid-mounted motor there are three first pawls and three second pawls, and the three first pawls and the three second pawls are located along the The circumferential staggered arrangement of the inner rings is described.
  • the torque detection component further includes a torque sensor and a shielding cover.
  • the shielding cover is provided on the outer periphery of the torque sensing sleeve.
  • the torque sensor is disposed on the torque sensing sleeve. and between the shielding cover.
  • the electric vehicle according to the second embodiment of the present application includes a mid-mounted motor as in the first embodiment of the present application.
  • the electric vehicle has all the beneficial effects of the first embodiment of the present application.
  • Figure 1 is a schematic diagram of a mid-mounted motor according to the first embodiment of the present application
  • Figure 2 is an A-A cross-sectional view of the mid-mounted motor shown in Figure 1;
  • Figure 3 is an overall schematic diagram of the crank transmission mechanism according to the first embodiment of the present application.
  • Figure 4 is an exploded schematic view of the crank transmission mechanism according to the first embodiment of the present application.
  • Figure 5 is a B-B cross-sectional view of the mid-mounted motor shown in Figure 3;
  • Figure 6 is a C-C cross-sectional view of the mid-mounted motor shown in Figure 5;
  • Figure 7 is a cross-sectional view of the first one-way clutch of the mid-mounted motor according to the first embodiment of the present application.
  • FIG. 8 is an exploded schematic diagram of the first one-way clutch of the mid-mounted motor according to the first embodiment of the present application.
  • the housing assembly 100 the first housing 110, the second housing 120, the first end cover 130, the second end cover 140, the first installation cavity 150, the second installation cavity 160, and the third installation cavity 170;
  • crank transmission mechanism 200 crank shaft 210, shoulder 211, first clamping groove 212, first circlip 213, first one-way clutch 220, inner ring 221, outer ring 222, first gasket 223, mounting groove 224, Ratchet 225, elastic element 226, first pawl 227, second pawl 228, torque detection component 230, torque sensing sleeve 231, first connection part 2311, second connection part 2312, torque sensor 232, shielding cover 233, Torque output member 240, first bearing 250, second bearing 260, third bearing 270;
  • Electric bicycle is a new type of two-wheeled vehicle, which is a type of bicycle. It uses a battery as an auxiliary power source, is equipped with a motor, and has a power assist system. It can realize the integration of human riding and motor-assisted new transportation. With the development of modern society, more and more people are choosing green travel, and electric bicycles occupy a large share of the green travel market.
  • the installation position of the motor is mainly divided into two types. One is the mid-mounted motor, that is, the motor is installed in the middle of the body, that is, the motor at the bottom bracket position is called a mid-mounted motor. The other is the mid-mounted motor.
  • the hub of a bicycle it is called a hub motor.
  • mid-mounted motors Compared with hub motors, mid-mounted motors have greater advantages in terms of technology and performance.
  • the advantage of a mid-mounted motor is that it can maintain the front and rear weight balance of the vehicle as much as possible without affecting the action of the shock absorbers.
  • the motor will also bear less road impact, and its ultra-high integration can reduce unnecessary exposure of wire pipes. , so it is better than cars equipped with in-wheel motors in terms of off-road handling, stability, and passability.
  • mid-mounted motors are a key component of the e-bike and directly affects the riding experience of the e-bike.
  • the structure of the mid-mounted motor is relatively complex and the assembly process is time-consuming and costly. The labor cost is high and it is not conducive to later maintenance.
  • the first embodiment of the present application proposes a mid-mounted motor.
  • the outer ring 222 of the first one-way clutch 220 is sleeved and fixed on the crankshaft 210, and then the third part of the torque sensing sleeve 231 is connected.
  • a connecting portion 2311 is inserted and fixed in the inner ring 221, and then one end of the torque output member 240 is sleeve-connected to the second connecting portion 2312 of the torque sensing sleeve 231 to obtain the installed crank transmission mechanism 200.
  • the entire installation process is simple and convenient.
  • the housing assembly 100 is provided with a first installation cavity 150, a second installation cavity 160 and a third installation cavity 170.
  • the crank transmission mechanism 200 is installed into the first installation cavity 150 at one end of the housing assembly 100, and the motor 300 is The gear transmission mechanism 400 is installed in the second installation cavity 160 and the third installation cavity 170 on both sides of the housing assembly 100 respectively.
  • the crank transmission mechanism 200, the motor 300 and the gear transmission mechanism 400 are reasonably separated in the housing assembly 100. , simplifying the internal structure of the mid-mounted motor, greatly reducing the time cost and labor cost of the assembly process; during the later repair and maintenance of the mid-mounted motor, the crank transmission mechanism 200 can be taken out by opening the first installation cavity 150 for For repair and maintenance, the motor 300 can be taken out for repair and maintenance by opening the second installation cavity 160, and the gear transmission mechanism 400 can be taken out for repair and maintenance by opening the third installation cavity 170.
  • a mid-mounted motor includes: a housing assembly 100, a crank transmission mechanism 200, a motor 300 and a gear transmission mechanism 400.
  • a first installation is provided in the housing assembly 100 cavity 150, the second installation cavity 160 and the third installation cavity 170; the crank transmission mechanism 200 is connected to the housing assembly 100, and the crank transmission mechanism 200 includes a crank shaft 210, a first one-way clutch 220, a torque detection component 230 and a torque output component. 240.
  • the crankshaft 210 is connected to the housing assembly 100 and can rotate.
  • the first one-way clutch 220 includes an outer ring 222 and an inner ring 221.
  • the outer ring 222 has a socket portion, and the socket portion of the outer ring 222 is socketed and fixed to There is sufficient clearance between the crankshaft 210, the inner ring 221 and the crankshaft 210 to facilitate the connection between the inner ring 221 and the first connecting part 2311.
  • the torque detection assembly 230 includes a torque sensing sleeve 231.
  • Both ends of the torque sensing sleeve 231 are provided with The first connection part 2311 and the second connection part 2312, the first connection part 2311 is inserted into and fixed on the inner ring 221, one end of the torque output member 240 is sleeved on and fixed on the second connection part 2312; the motor 300 is connected to the housing assembly 100 ;
  • the gear transmission mechanism 400 is connected to the housing assembly 100.
  • the gear transmission mechanism 400 has an output end and an input end. The input end of the gear transmission mechanism 400 is connected to the drive shaft 310 of the motor 300.
  • the second one-way clutch 500 is connected to the gear transmission mechanism 400.
  • the output end and torque output member 240 are used to achieve one-way power transmission; wherein, the first installation cavity 150 is located at one end of the housing assembly 100, the crank transmission mechanism 200 is located in the first installation cavity 150, and the crank shaft 210 passes through the first installation cavity. Cavity 150, along the radial direction of the crankshaft 210, the second installation cavity 160 and the third installation cavity 170 are located at the other end of the housing assembly 100, along the axial direction of the crankshaft 210, the second installation cavity 160 and the third installation cavity 170 are located on both sides of the housing assembly 100 , the motor 300 is located in the second installation cavity 160 , and the gear transmission mechanism 400 is located in the third installation cavity 170 .
  • the outer ring 222 of the first one-way clutch 220 is sleeved and fixed on the crankshaft 210, and then the third end of the torque sensing sleeve 231 is connected.
  • a connecting part 2311 is inserted and fixed in the inner ring 221, and then one end of the torque output member 240 is sleeved and connected to the second connecting part 2312 of the torque sensing sleeve 231 to obtain the completed crank transmission mechanism 200.
  • the entire crank transmission The installation process of the mechanism 200 is simple and convenient, and the torque input from the crankshaft 210 is transmitted to the torque sensing sleeve 231 through the first one-way clutch 220 and then to the torque output member 240.
  • the connection and transmission relationship between the various components of the crank transmission mechanism 200 is relatively stable. ; Install the crank transmission mechanism 200 into the first installation cavity 150 at one end of the housing assembly 100, and install the motor 300 and the gear transmission mechanism 400 into the second installation cavity 160 and the third installation cavity 170 on both sides of the housing assembly 100 respectively. , the installation of the entire mid-mounted motor can be completed.
  • the motor 300 of the mid-mounted motor and the first one-way clutch 220 are located on one side of the housing assembly 100, and the gear transmission mechanism 400 and the torque output member 240 are located on the housing assembly 100.
  • the crank transmission mechanism 200, the motor 300 and the gear transmission mechanism 400 are reasonably arranged at different positions of the housing assembly 100. The position of the crank transmission mechanism 200, the motor 300 and the gear transmission mechanism 400 in the mid-mounted motor is arranged.
  • the first installation cavity can be opened 150
  • the crank transmission mechanism 200 can be taken out for repair and maintenance
  • the second installation cavity 160 can be opened to take out the motor 300 for repair and maintenance
  • the third installation cavity 170 can be opened to take out the gear transmission mechanism 400 for maintenance.
  • the various components in the mid-mounted motor can be disassembled quickly and easily, which is conducive to the later repair and maintenance of the internal components of the mid-mounted motor.
  • the housing assembly 100 includes a first housing 110 , a second housing 120 , a first end cover 130 and a second end cover 140 .
  • the first housing 110 and the second housing 120 can Detachably connected, a first installation cavity 150 is defined between the first housing 110 and the second housing 120, the first housing 110 and the first end cover 130 are detachably connected, the first housing 110 and the first end cover 130 are detachably connected.
  • a second installation cavity 160 is defined therebetween, the second housing 120 and the second end cover 140 are detachably connected, a third installation cavity 170 is defined between the second housing 120 and the second end cover 140, and the crank transmission mechanism 200 It is located in the first installation cavity 150 and the crankshaft 210 passes through the first installation cavity 150.
  • the motor 300 is located in the second installation cavity 160.
  • the gear transmission mechanism 400 is located in the third installation cavity 170.
  • the drive shaft 310 of the motor 300 passes through the first housing 110.
  • the second end cover 140 is connected to the gear transmission mechanism 400 .
  • the crank transmission mechanism can be taken out for repair and maintenance by disassembling the first casing 110 and the second casing 120, and the first end cover can be disassembled to remove the motor. Take it out for repair and maintenance.
  • the gear transmission mechanism 400 can be taken out for repair and maintenance by disassembling the second housing 120. The disassembly of each component is convenient and quick, which is beneficial to the later repair and maintenance of the mid-mounted motor.
  • a shoulder 211 is provided on one side of the crankshaft 210 , and a first bearing 250 is set on the crankshaft 210 .
  • the first bearing 250 is used to connect the crankshaft 210 and the housing assembly 100 , plays the role of supporting the crankshaft 210.
  • the first bearing 250 is fixed on the crankshaft 210 through an interference fit.
  • the first bearing 250 abuts the outside of the shoulder 211, and the outer ring 222 It is sleeved on the shoulder 211 and the end surface of the outer ring 222 is in contact with the side wall of the first bearing 250.
  • the inner ring 221 is sleeved on the first connecting part 2311.
  • One end of the torque output member 240 is sleeved on the second connecting part 2312.
  • the first bearing 250 plays the role of axial positioning. First, the first bearing 250 is inserted into one side of the crankshaft 210, and the wall surface of the first bearing 250 is abutted against the shaft shoulder 211, and then the first bearing 250 is inserted into the crankshaft 210.
  • the outer ring 222 is inserted into the shaft shoulder 211, and the first connecting portion 2311 of the torque sensing sleeve 231 is inserted and fixed in the inner ring 221.
  • one end of the torque output member 240 is sleeved and connected to the second connecting portion of the torque sensing sleeve 231.
  • the entire installation process is simple and convenient, which can effectively reduce the time and labor costs consumed during the installation process.
  • the outer ring 222 and the shoulder 211 are connected by splines; when the outer ring 222 is sleeved on the shoulder 211 on one side of the crankshaft 210, the opening of the outer ring 222 faces the other side of the crankshaft 210, so as to It is convenient for the first connecting portion 2311 of the torque sensing sleeve 231 to be connected to the inner ring 221 .
  • the outer wall of the crankshaft 210 is concave to form an annular first groove 212.
  • the first groove 212 and the shoulder 211 are separated from each other.
  • a first circlip 213 is provided in the first clamping groove 212.
  • the first circlip 213 limits the first bearing 250 to the crankshaft 210, and the first circlip 213 serves as an axial fixation.
  • the function of the first bearing 250 is that during the assembly process of the crank transmission mechanism 200, the first bearing 250 is first installed on one side of the crankshaft 210 so that the first bearing 250 contacts the shoulder 211, and the first circlip 213 is installed.
  • the first clamping spring 213 plays the role of axially fixing the first bearing 250, and then the outer ring 222 is inserted into the shoulder 211, and the first connecting portion 2311 of the torque sensing sleeve 231 is inserted and fixed.
  • the inner ring 221 one end of the torque output member 240 is finally sleeved and connected to the second connecting portion 2312 of the torque sensing sleeve 231.
  • the inner ring 221 has a first inner hole.
  • a plurality of first guide grooves are provided at circumferential intervals on the inner wall of the first inner hole (in the figure).
  • the outer wall of the first connecting part 2311 is provided with a first guide bar corresponding to the first guide groove, and the first guide bar on the outer wall of the first connecting part 2311 is inserted into the first guide groove of the first inner hole to achieve
  • the inner ring 221 is axially connected to the torque sensing sleeve 231.
  • the first bearing 250 is first sleeved on one side of the crankshaft 210 so that the first bearing 250 abuts the shoulder 211. , install the first circlip 213 into the first latching groove 212.
  • the first circlip 213 plays the role of axially fixing the first bearing 250, and then the outer ring 222 is inserted into the shoulder 211, and the torque sensing sleeve 231 is
  • the first guide bar on the first connecting part 2311 is aligned with the first guide groove in the first inner hole, and then the first guide bar is inserted into the first guide groove to realize the transmission connection between the inner ring 221 and the torque sensing sleeve 231 , the installation process is simple and convenient, and then one end of the torque output member 240 is sleeved and connected to the second connecting portion 2312 of the torque sensing sleeve 231 to complete the installation of the crank transmission mechanism 200 .
  • first guide bars may be provided at circumferential intervals on the inner wall of the first inner hole, and a plurality of first guide bars may be provided on the outer wall of the first connecting portion 2311 corresponding to the first guide bars.
  • the first guide groove (not shown in the figure) can also realize the transmission connection between the inner ring 221 and the torque sensing sleeve 231.
  • the first connecting portion 2311 of the torque sensing sleeve 231 is provided with a second clamping groove, and a second clamping spring is arranged in the second clamping slot.
  • the second clamping spring serves to axially position the inner ring 221 Function, when the first guide bar on the outer wall of the first connecting part 2311 is inserted into the first guide groove of the first inner hole, the second circlip contacts the inner ring 221 to achieve the axial positioning of the inner ring 221.
  • a first gasket 223 is provided between the outer ring 222 and the first connecting portion 2311.
  • the inner wall of the outer ring 222 is provided with a groove.
  • a gasket 223 is installed in the groove.
  • the end faces of the outer ring 222 and the first connecting portion 2311 of the torque sensing sleeve 231 are not in direct contact, which effectively prevents the outer ring 222 and the torque sensing from occurring during the transmission process.
  • the first connecting portion 2311 of the sleeve 231 is excessively worn.
  • the first bearing 250 is first sleeved on one side of the crank shaft 210 so that the first bearing 250 abuts the shoulder 211, and the first circlip 213 is installed to In the first slot 212, the first circlip 213 serves to axially fix the first bearing 250, and then the outer ring 222 is placed on the shoulder 211, and then the first gasket 223 is installed to the inner wall of the outer ring 222.
  • the torque output member 240 has a second inner hole, and along the axial direction of the torque output member 240, a plurality of second guide grooves are circumferentially spaced on the inner wall of the second inner hole (Fig.
  • the outer wall of the second connecting part 2312 is provided with a second guide bar corresponding to the second guide groove, and the second guide bar is inserted into the second guide groove to realize the transmission of the torque sensing sleeve 231 and the torque output member 240 connection, during the assembly process of the crank transmission mechanism 200, the first bearing 250 is first sleeved on one side of the crankshaft 210 so that the first bearing 250 contacts the shoulder 211, and the first circlip 213 is installed to the first circlip.
  • the first circlip 213 plays the role of axially fixing the first bearing 250, and then the outer ring 222 is inserted into the shoulder 211, and the first guide bar on the first connecting part 2311 of the torque sensing sleeve 231 is aligned. Align the first guide groove in the first inner hole, and then insert the first guide bar into the first guide groove to realize the transmission connection between the inner ring 221 and the torque sensing sleeve 231, and then insert the second inner part of the torque output member 240.
  • the second guide groove in the hole is aligned with the second guide bar on the second connecting part 2312 and inserted to realize the transmission connection between the torque sensing sleeve 231 and the torque output member 240.
  • the installation process of the entire crank transmission mechanism 200 is simple and convenient, and can effectively Reduce time and labor costs during the installation process.
  • a plurality of second guide bars may be provided at circumferential intervals on the inner wall of the second inner hole, and a plurality of second guide bars may be provided on the outer wall of the second connecting portion 2312 corresponding to the second guide bars.
  • a third circlip is provided between the torque sensing sleeve 231 and the torque output member 240, and a third circlip is provided on the crankshaft 210 to install the third circlip.
  • the third circlip plays an axial positioning moment.
  • the function of the induction sleeve 231 is that during the assembly process of the crank transmission mechanism 200, the first bearing 250 is first sleeved on one side of the crankshaft 210 so that the first bearing 250 contacts the shoulder 211, and the first circlip 213 is installed.
  • the first clamping spring 213 plays the role of axially fixing the first bearing 250, and then the outer ring 222 is inserted into the shaft shoulder 211, and the first connecting part 2311 of the torque sensing sleeve 231 is Align a guide bar with the first guide groove in the first inner hole, and then insert the first guide bar into the first guide groove to realize the transmission connection between the inner ring 221 and the torque sensing sleeve 231, and then install the third circlip.
  • a second bearing 260 and a third bearing 270 are spaced between the torque output member 240 and the crankshaft 210 .
  • the second bearing 260 and the third bearing 270 are spaced apart from each other.
  • the bearing 270 is fixed in the first inner hole through an interference fit with the inner wall of the second inner hole.
  • the second bearing 260 and the third bearing 270 have a clearance fit with the crankshaft 210.
  • the second bearing 260 and the third bearing 270 provide supporting torque.
  • the role of the output member 240 and the crankshaft 210 is that during the assembly process of the crank transmission mechanism 200, the first bearing 250 plays the role of axial positioning.
  • the first bearing 250 is first inserted into one side of the crankshaft 210, and the first bearing 250 is The wall surface of the bearing 250 abuts against the shoulder 211, and then the outer ring 222 is inserted into the shoulder 211, the first connecting portion 2311 of the torque sensing sleeve 231 is inserted and fixed in the inner ring 221, and the second bearing 260 and the third The bearing 270 is fixed in the second inner hole of the torque output member 240. Finally, one end of the torque output member 240 is sleeved and connected to the second connecting portion 2312 of the torque sensing sleeve 231. The second bearing 260 and the third bearing 270 are sleeved. on crankshaft 210.
  • a sealing ring is provided between the torque output member 240 and the crankshaft 210.
  • the sealing ring is used to seal the second inner hole, blocking external water, dust and foreign matter, and preventing water, dust and foreign matter from entering.
  • the second inner hole; the outer wall of the torque output member 240 is also provided with a fourth bearing.
  • the first bearing 250 and the fourth bearing are separated on both sides of the crank shaft 210 to play a supporting role.
  • the bearing 250 cooperates with the fourth bearing to realize the rotational connection between the crankshaft 210 and the housing assembly 100.
  • the fourth bearing is sleeved on the torque output member 240, and the torque output member 240 is also provided with a positioning piece for positioning the fourth bearing.
  • the outer peripheral wall of the inner ring 221 is provided with a plurality of circumferentially spaced mounting grooves 224
  • the outer ring 222 is provided with a plurality of ratchet teeth 225 facing the inner ring 221 .
  • the ratchet teeth 225 An engaging surface is provided, and a pawl is provided in the mounting groove 224.
  • the pawl is rotatably connected to the inner ring 221.
  • the pawl includes a first pawl 227 and a second pawl 228.
  • the first pawl 227 and the second pawl 228 are connected with elastic elements 226, which are used to push the first pawl 227 and the second pawl 228 to expand outward; wherein, when the inner ring 221 rotates in the first direction, the first pawl 227 and the second pawl 227 One of 228 is in contact with the engaging surface, and there is a gap between the other and the engaging surface; when the inner ring 221 rotates in the second direction, both the first pawl 227 and the second pawl 228 are in sliding connection with the ratchet tooth 225 , the elastic element 226 pushes the pawls to expand outward, so that the first pawls 227 and the second pawls 228 are always in contact with the tooth surfaces of the ratchet teeth 225.
  • the second pawl 228 is in the working state, and the force on the inner ring 221 passes through the second pawl 228 is transmitted to the outer ring 222 to reduce the failure rate; when the inner ring 221 rotates in the second direction, both the first pawl 227 and the second pawl 228 slide along the tooth surface of the ratchet tooth 225. At this time, the first pawl 227 and the second pawl 228 slide along the tooth surface of the ratchet tooth 225. The second ratchet 225 cannot transmit power, and the force on the inner ring 221 cannot be transmitted to the outer ring 222, thereby realizing the one-way clutch function.
  • the installer can adjust the first direction and the second direction of the first one-way clutch 220 so that the first one-way clutch 220 meets usage requirements.
  • the central angles of the two first pawls 227 and the two second pawls 228 are both 120 degrees.
  • the central angle between the first pawl 227 and the adjacent second pawl 228 can be selected between 50 degrees and 70 degrees, such as the angle between the first pawl 227 and an adjacent second pawl 228.
  • the central angle is 54 degrees, and the central angle between the first pawl 227 and the adjacent second pawl 228 is 66 degrees.
  • the central angles of two adjacent first pawls 227 and two adjacent second pawls 228 are both 120 degrees, that is, the first pawls 227 and the second pawls 228 There are three of them, and the three first pawls 227 and the three second pawls 228 are evenly arranged along the circumferential direction of the inner ring 221; the central angle between the second pawl 228 and the adjacent one first pawl 227 is 54 degrees, then the central angle between the second pawl 228 and the other adjacent first pawl 227 is 66 degrees.
  • the central angle occupied by the ratchet teeth 225 is set to 12 degrees, that is, there are 30 ratchet teeth 225.
  • the first pawl 227 and the second pawl 228 are evenly spaced under the action of the elastic element 226.
  • the second ratchet 228 contacts the engaging surface, that is, the second ratchet 228 becomes the working state, and the first ratchet
  • the pawl 227 is disengaged from the engagement surface, that is, the first pawl 227 changes from the original working state to the non-working state, thereby realizing flexible allocation of the working modes of the first pawl 227 and the second pawl 228, reliable structure, and low failure rate.
  • first pawl 227 and the second pawl 228 can also be four, five or other numbers, which are not specifically limited here; when the first pawl 227 and the second pawl 228 If the number changes, the central angles of the two first pawls 227 and the two second pawls 228 also need to be modified accordingly, which will not be described again here.
  • first pawl 227 and the second pawl 228 may be the same.
  • the shapes of the first pawl 227 and the second pawl 228 are set to be the same, and can mesh with the ratchet teeth 225 respectively to achieve power transmission; in addition, the shapes of the first pawl 227 and the second pawl 228 are set to be the same. It can facilitate production and manufacturing. It can be produced with the same mold, which reduces production costs. It can also facilitate disassembly and assembly. During installation, there is no need to identify and classify installation, which improves the user experience.
  • the torque detection component 230 also includes a torque sensor 232 and a shielding cover 233.
  • the shielding cover 233 is provided on the outer periphery of the torque sensing sleeve 231, and the torque sensor 232 is disposed between the torque sensing sleeve 231 and the shielding cover 233.
  • the torque sensing sleeve 231 rotates together with the crankshaft 210, and the torque sensor 232 can sense the deformation of the torque sensing sleeve 231 and detect the torque on the torque sensing sleeve 231.
  • the shielding cover 233 is arranged on the outer circumference of the torque sensor 232 to shield the interference of external signals on the torque sensor 232 to ensure signal detection accuracy.
  • the torque sensor 232 includes a strain gauge, a coil holder, an induction coil and a signal processing circuit.
  • the strain gauge is arranged on the torque sensing sleeve 231.
  • the strain gauge can reflect the deformation of the torque sensing sleeve 231.
  • the coil holder is arranged on the torque sensing sleeve 231.
  • the signal processing circuit is electrically connected to the induction coil for processing the signal transmitted from the induction coil.
  • the input end of the gear transmission mechanism 400 is connected to the drive shaft 310 of the motor 300, and the second one-way clutch 500 is connected to the output end of the gear transmission mechanism 400.
  • the mid-mounted motor is running During the process, the power output by the motor 300 is transmitted to the input end of the gear transmission mechanism 400 through the drive shaft 310, then to the output end of the gear transmission mechanism 400, and finally to the torque output member 240 through the second one-way clutch 500.
  • the power The transmission is stable and reliable.
  • the gear transmission mechanism 400 is a parallel shaft reduction gear set, which is arranged parallel to the crankshaft 210 in the housing assembly 100. According to different speed ratio requirements, the gear transmission mechanism 400 can be a two-stage reduction gear set, or It can be a three-stage reduction gear set.
  • the electric vehicle includes a frame, wheels, a pedal crank, a pedal, a chain, a drive sprocket and a mid-mounted motor provided by the first embodiment of the present application.
  • the motor is connected to the frame, and is connected to the rear wheel through a chain to transmit power.
  • pedals are installed on both sides of the mid-mounted motor.
  • the rider can use the pedals to achieve human power. Cycling, resistance is no different from a normal bike.
  • the outer ring 222 of the first one-way clutch 220 is It is sleeved and fixed on the crankshaft 210, and then the first connecting part 2311 of the torque sensing sleeve 231 is inserted and fixed in the inner ring 221, and then one end of the torque output member 240 is connected to the second connecting part of the torque sensing sleeve 231. 2312.
  • the installed crank transmission mechanism 200 is obtained.
  • the entire installation process is simple and convenient, and the torque input from the crank shaft 210 is transmitted to the torque sensing sleeve 231 through the first one-way clutch 220 and then to the torque output member 240.
  • the crank transmission mechanism The connection and transmission relationship between the components of 200 is relatively stable; install the crank transmission mechanism 200 into the first installation cavity 150 at one end of the housing assembly 100, and install the motor 300 and the gear transmission mechanism 400 to the second installation on both sides of the housing assembly 100 respectively.
  • the installation of the entire mid-mounted motor can be completed.
  • the motor 300 of the mid-mounted motor and the first one-way clutch 220 are located on one side of the housing assembly 100.
  • the gear transmission mechanism 400 and The torque output member 240 is located on the opposite side of the housing assembly 100.
  • the crank transmission mechanism 200, the motor 300 and the gear transmission mechanism 400 are reasonably located at different positions of the housing assembly 100, simplifying the internal structure of the mid-mounted motor so that The installation process of the mid-mounted motor is simple and fast, which greatly reduces the time cost and labor cost of the assembly process; during the later repair and maintenance process of the mid-mounted motor, the crank transmission mechanism 200 can be taken out by opening the first installation cavity 150 for installation.
  • the second installation cavity 160 can be opened to take out the motor 300 for repair and maintenance
  • the third installation cavity 170 can be opened to take out the gear transmission mechanism 400 for repair and maintenance.
  • Each component of the gear transmission mechanism 400 can be disassembled. It is convenient and fast, and is conducive to the later repair and maintenance of the mid-mounted motor.
  • the electric vehicle can be an electric bicycle, an electric moped, an electric tricycle, etc.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

本申请公开了一种中置电机以及电动车，中置电机包括：壳体组件、曲柄传动机构、电机以及齿轮传动机构，壳体组件内设置有第一安装腔，第二安装腔以及第三安装腔，将曲柄传动机构安装至壳体组件一端第一安装腔内，将电机与齿轮传动机构分别安装至壳体组件两侧的第二安装腔和第三安装腔内，即可完成整个中置电机的安装，曲柄传动机构、电机和齿轮传动机构合理的分置在壳体组件内。

Description

中置电机以及电动车
相关申请的交叉引用
本申请基于申请号为：202210910243.3，申请日为2022年7月29日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及电动车制造领域，具体而言，涉及一种中置电机以及电动车。
 背景技术
随着现代社会的发展，越来越多人选择绿色出行，电动自行车占用绿色出行市场的大量份额，在电动自行车领域中，中置电机是电动车和电助力车上的关键部件，直接影响电动自行车的骑行体验，但相关技术中，中置电机的结构较为复杂，装配过程耗费的时间成本和人力成本较高，也不利于后期的维修和保养
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请提出一种中置电机，中置电机的安装过程简单快捷，能够降低装配过程耗费的时间成本和人力成本。
第二方面，本申请同时提出具有上述中置电机的电动自行车。
根据本申请第一方面实施例的中置电机，包括：壳体组件、曲柄传动机构、电机、齿轮传动机构和第二单向离合器，所述壳体组件内设置有第一安装腔，第二安装腔以及第三安装腔；所述曲柄传动机构包括曲柄轴、第一单向离合器、力矩检测组件和力矩输出件，所述曲柄轴转动连接于所述壳体组件，所述第一单向离合器包括外环和内环，所述外环套接并固定于所述曲柄轴，所述力矩检测组件包括力矩感应套，所述力矩感应套的两端设置有第一连接部和第二连接部，所述第一连接部连接于所述内环，所述力矩输出件的一端套设并连接于所述第二连接部；所述电机连接于所述壳体组件；所述齿轮传动机构连接于所述壳体组件，所述齿轮传动机构具有输出端和输入端，所述输入端与所述电机的驱动轴连接；所述第二单向离合器，连接所述输出端与所述力矩输出件；其中，所述第一安装腔位于所述壳体组件的一端，所述曲柄传动机构位于所述第一安装腔并且所述曲柄轴贯穿所述第一安装腔，沿所述曲柄轴的径向，所述第二安装腔与所述第三安装腔位于所述壳体组件另一端，沿所述曲柄轴的轴向，所述第二安装腔与所述第三安装腔分置在所述壳体组件的两侧，所述电机位于所述第二安装腔，所述齿轮传动机构位于所述第三安装腔。
根据本申请第一方面实施例的中置电机，至少具有如下有益效果：在中置电机的安装过程中，将第一单向离合器的外环套接并固定在曲柄轴上，而后将力矩感应套的第一连接部穿插并固定在内环中，再将力矩输出件的一端套接并固定在力矩感应套的第二连接部，得到安装完成的曲柄传动机构，整个安装过程简单方便并且曲柄传动机构各部件的连接传动关系较稳定；将曲柄传动机构安装至壳体组件一端第一安装腔内，将电机与齿轮传动机构分别安装至壳体组件两侧的第二安装腔和第三安装腔内，即可完成整个中置电机的安装，曲柄传动机构、电机和齿轮传动机构合理的分置在壳体组件内，简化中置电机的内部结构，以使中置电机的安装过程简单快捷，大大降低装配过程耗费的时间成本和人力成本；并且在后期对中置电机的维修和保养过程中，打开第一安装腔即可将曲柄传动机构取出以进行维修和保养，打开第二安装腔即可将电机取出以进行维修和保养，打开第三安装腔即可将齿轮传动机构取出以进行维修和保养。
根据本申请第一方面实施例的中置电机，所述壳体组件包括第一壳体、第二壳体、第一端盖和第二端盖，所述第一壳体与所述第二壳体连接形成第一安装腔，所述第一壳体与所述第一端盖连接形成第二安装腔，所述第二壳体与所述第二端盖连接形成第三安装腔。
根据本申请第一方面实施例的中置电机，所述曲柄轴的一侧设有轴肩，所述曲柄轴套设有第一轴承，所述第一轴承与所述壳体组件连接，沿所述曲柄轴的轴向，所述第一轴承抵接所述轴肩的外侧壁，所述外环套接于所述轴肩并且所述外环的端面抵接所述第一轴承。
根据本申请第一方面实施例的中置电机，所述曲柄轴的外壁设有第一卡槽，所述第一卡槽与所述轴肩分置在所述第一轴承的两侧，所述第一卡槽内设有第一卡簧以限定所述第一轴承。
根据本申请第一方面实施例的中置电机，所述内环具有第一内孔，沿所述内环的轴向，所述第一内孔的内壁周向间隔设有多个第一导槽，所述第一连接部的外壁设有对应于所述第一导槽的第一导条，所述第一导条穿插于所述第一导槽。
根据本申请第一方面实施例的中置电机，所述外环与所述第一连接部之间设有第一垫片，当所述第一导条穿插于所述第一导槽，所述第一连接部抵接所述第一垫片。
根据本申请第一方面实施例的中置电机，所述力矩输出件具有第二内孔，沿所述力矩输出件的轴向，所述第二内孔的内壁周向间隔设有多个第二导槽，所述第二连接部的外壁设有对应于所述第二导槽的第二导条，所述第二导条穿插于所述第二导槽。
根据本申请第一方面实施例的中置电机，沿所述曲柄轴的轴向，所述力矩输出件与所述曲柄轴之间间隔设有第二轴承和第三轴承，所述第二轴承和所述第三轴承位于所述第二内孔。
根据本申请第一方面实施例的中置电机，所述内环的外周壁设有多个周向间隔布置的安装槽，所述外环设有多个朝向所述内环的棘齿，所述棘齿设有卡合面，所述安装槽内设有棘爪，所述棘爪转动连接于所述内环，所述棘爪包括有第一棘爪和第二棘爪，所述第一棘爪和所述第二棘爪均连接有弹性元件，所述弹性元件用于推动所述第一棘爪、所述第二棘爪向外扩张；当所述内环沿第一方向转动，所述第一棘爪和所述第二棘爪的其一抵接所述卡合面，另一与所述卡合面之间具有间隙；当所述内环沿第二方向转动，所述第一棘爪和所述第二棘爪均与所述棘齿为滑动连接。
根据本申请第一方面实施例的中置电机，所述第一棘爪和所述第二棘爪均为三个，三个所述第一棘爪与三个所述第二棘爪沿所述内环的周向交错布置。
根据本申请第一方面实施例的中置电机，力矩检测组件还包括力矩传感器和屏蔽罩，所述屏蔽罩罩设于所述力矩感应套的外周，所述力矩传感器设置在所述力矩感应套与所述屏蔽罩之间。
根据本申请第二方面实施例的电动车，包括如本申请第一方面实施例的中置电机，电动车具有本申请第一方面实施例所有的有益效果。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
 附图说明
本申请的附加方面和优点结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1为本申请第一方面实施例的中置电机的示意图；
图2为图1示出的中置电机的A-A剖视图；
图3为本申请第一方面实施例的曲柄传动机构的整体示意图；
图4为本申请第一方面实施例的曲柄传动机构的分解示意图；
图5为图3示出的中置电机的B-B剖视图；
图6为图5示出的中置电机的C-C剖视图；
图7为本申请第一方面实施例的中置电机的第一单向离合器的剖视图；
图8为本申请第一方面实施例的中置电机的第一单向离合器的分解示意图。
附图标号如下：
壳体组件100、第一壳体110、第二壳体120、第一端盖130、第二端盖140、第一安装腔150、第二安装腔160、第三安装腔170；
曲柄传动机构200、曲柄轴210、轴肩211、第一卡槽212、第一卡簧213、第一单向离合器220、内环221、外环222、第一垫片223、安装槽224、棘齿225、弹性元件226、第一棘爪227、第二棘爪228、力矩检测组件230、力矩感应套231、第一连接部2311、第二连接部2312、力矩传感器232、屏蔽罩233、力矩输出件240、第一轴承250、第二轴承260、第三轴承270；
电机300、驱动轴310；
齿轮传动机构400；
第二单向离合器500。
发明详细描述
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
在本申请的描述中，需要理解的是，涉及到方位描述，例如上、下、前、后、左、右等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请的描述中，如果有描述到第一、第二只是用于区分技术特征为目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量或者隐含指明所指示的技术特征的先后关系。
本申请的描述中，除非另有明确的限定，设置、安装、连接等词语应做广义理解，所属技术领域技术人员可以结合技术方案的具体内容合理确定上述词语在本申请中的具体含义。
电动自行车，是一种新型二轮车辆，属于自行车的一种，以电池作为辅助动力来源，安有电机，并具备动力辅助系统，能实现人力骑行和电机助动一体化的新型交通工具，随着现代社会的发展，越来越多人选择绿色出行，电动自行车占用绿色出行市场的大量份额。在电动自行车领域中，电机的安装位置主要分为两种，一种是中置，即电机安装在车身的中间位置，即五通位置的电机，称为中置电机，另外一种则是安装在自行车的轮毂中，称为轮毂电机。相比较轮毂电机，中置电机在技术和性能等方面均具有较大的优势。例如，中置电机的优势在于能够尽量保持整车的前后重量平衡，并且不会影响避震器动作，电机所承受的路面冲击也更小，超高的整合度可以减少不必要的线管外露，因此在越野操控性、稳定性、通过性等方面要优于搭配轮毂电机的车款。
因此，很多电动自行车都使用中置电机，中置电机是电动自行车上的关键部件，直接影响电动自行车的骑行体验，但相关技术中，中置电机的结构较为复杂，装配过程耗费的时间成本和人力成本较高，也不利于后期的维修保养。
为解决这一问题，本申请第一方面的实施例提出一种中置电机，将第一单向离合器220的外环222套接并固定在曲柄轴210上，而后将力矩感应套231的第一连接部2311穿插并固定在内环221中，再将力矩输出件240的一端套接连接于力矩感应套231的第二连接部2312，得到安装完成的曲柄传动机构200，整个安装过程简单方便；并且壳体组件100内设置有第一安装腔150，第二安装腔160以及第三安装腔170，将曲柄传动机构200安装至壳体组件100一端的第一安装腔150内，将电机300与齿轮传动机构400分别安装至壳体组件100两侧的第二安装腔160和第三安装腔170内，曲柄传动机构200、电机300以及齿轮传动机构400合理的分置在壳体组件100内，简化中置电机的内部结构，大大降低装配过程耗费的时间成本和人力成本；在后期对中置电机的维修和保养过程中，打开第一安装腔150即可将曲柄传动机构200取出以进行维修和保养，打开第二安装腔160即可将电机300取出以进行维修和保养，打开第三安装腔170即可将齿轮传动机构400取出以进行维修和保养，各部件拆解方便快捷，有利于对中置电的维修和保养；下面将结合附图和文字进一步说明本申请第一方面的实施例的中置电机的具体结构及作用。
参照图1至图6，根据本申请第一方面实施例的中置电机，包括：壳体组件100、曲柄传动机构200、电机300以及齿轮传动机构400，壳体组件100内设置有第一安装腔150，第二安装腔160以及第三安装腔170；曲柄传动机构200连接于壳体组件100，曲柄传动机构200包括曲柄轴210、第一单向离合器220、力矩检测组件230以及力矩输出件240，曲柄轴210连接于壳体组件100并且能够转动，第一单向离合器220包括外环222以及内环221，外环222具有套接部，外环222的套接部套接并固定于曲柄轴210，内环221与曲柄轴210之间具有足够的间隙，以方便内环221与第一连接部2311连接，力矩检测组件230包括力矩感应套231，力矩感应套231的两端设置有第一连接部2311和第二连接部2312，第一连接部2311穿插并固定于内环221，力矩输出件240的一端套设并固定于第二连接部2312；电机300连接于壳体组件100；齿轮传动机构400连接于壳体组件100，齿轮传动机构400具有输出端和输入端，齿轮传动机构400的输入端与电机300的驱动轴310连接，第二单向离合器500连接齿轮传动机构400的输出端和力矩输出件240，以实现单向的动力传递；其中，第一安装腔150位于壳体组件100的一端，曲柄传动机构200位于第一安装腔150并且曲柄轴210贯穿第一安装腔150，沿曲柄轴210的径向，第二安装腔160与第三安装腔170位于在壳体组件100的另一端，沿曲柄轴210的轴向，第二安装腔160与第三安装腔170分置在壳体组件100的两侧，电机300位于第二安装腔160，齿轮传动机构400位于第三安装腔170。
本申请第一方面实施例的中置电机，在中置电机的安装过程中，将第一单向离合器220的外环222套接并固定在曲柄轴210上，而后将力矩感应套231的第一连接部2311穿插并固定在内环221中，再将力矩输出件240的一端套接并连接于力矩感应套231的第二连接部2312上，得到安装完成的曲柄传动机构200，整个曲柄传动机构200的安装过程简单方便，并且从曲柄轴210输入的力矩通过第一单向离合器220传递至力矩感应套231后再传递至力矩输出件240，曲柄传动机构200各个部件的连接传动关系较稳定；将曲柄传动机构200安装至壳体组件100一端第一安装腔150内，将电机300与齿轮传动机构400分别安装至壳体组件100两侧的第二安装腔160和第三安装腔170内，即可完成整个中置电机的安装，安装完成后中置电机的电机300以及第一单向离合器220位于壳体组件100的一侧，齿轮传动机构400和力矩输出件240位于壳体组件100相对的另一侧，曲柄传动机构200、电机300以及齿轮传动机构400合理的分置在壳体组件100的不同位置，中置电机内曲柄传动机构200、电机300以及齿轮传动机构400位置的布置比较合理，能够简化中置电机的内部结构，简化中置电机的安装过程，大大降低装配过程耗费的时间成本和人力成本；在后期对中置电机的维修和保养过程中，打开第一安装腔150即可将曲柄传动机构200取出以进行维修和保养，打开第二安装腔160即可将电机300取出以进行维修和保养，打开第三安装腔170即可将齿轮传动机构400取出以进行维修和保养，中置电机内的各部件拆解方便快捷，有利于对中置电机内部部件后期的维修和保养。
参照图2，可以理解的是，壳体组件100包括第一壳体110、第二壳体120、第一端盖130以及第二端盖140，第一壳体110与第二壳体120可拆卸连接，第一壳体110与第二壳体120之间限定出第一安装腔150，第一壳体110与第一端盖130可拆卸连接，第一壳体110与第一端盖130之间限定出第二安装腔160，第二壳体120与第二端盖140可拆卸连接，第二壳体120与第二端盖140之间限定出第三安装腔170，曲柄传动机构200位于第一安装腔150并且曲柄轴210贯穿第一安装腔150，电机300位于第二安装腔160，齿轮传动机构400位于第三安装腔170，电机300的驱动轴310穿过第一壳体110和第二端盖140与齿轮传动机构400连接。在后期的对中置电机的维修和保养过程中，拆开第一壳体110和第二壳体120即可将曲柄传动机构取出以进行维修和保养，拆开第一端盖即可将电机取出以进行维修和保养，拆开第二壳体120即可将齿轮传动机构400取出以进行维修和保养，各部件拆解方便快捷，有利于对中置电机后期的维修和保养。
参照图3至图5，可以理解的是，曲柄轴210的一侧设置有轴肩211，曲柄轴210套设有第一轴承250，第一轴承250用于连接曲柄轴210与壳体组件100，起到支撑曲柄轴210的作用，第一轴承250通过过盈配合的方式固定在曲柄轴210上，沿曲柄轴210的轴向，第一轴承250抵接轴肩211的外侧，外环222套接于轴肩211并且外环222的端面抵接第一轴承250的侧壁，内环221套接第一连接部2311，力矩输出件240的一端套接第二连接部2312，在曲柄传动机构200的装配过程中，第一轴承250起轴向定位的作用，先将第一轴承250套入曲柄轴210的一侧，并使第一轴承250的壁面抵接至轴肩211，而后将外环222套入轴肩211，将力矩感应套231的第一连接部2311穿插并固定在内环221中，最后将力矩输出件240的一端套接并在力矩感应套231的第二连接部2312上，整个安装过程简单方便，能有效减少安装过程中耗费的时间成本和人力成本。
需要说明的是，外环222与轴肩211通过花键连接；外环222套接在曲柄轴210一侧的轴肩211上时，外环222的开口朝向曲柄轴210的另一侧，以方便力矩感应套231的第一连接部2311与内环221连接。
参照图4和图5，可以理解的是，曲柄轴210的外壁下凹以形成环状的第一卡槽212，沿曲柄轴210的轴向，第一卡槽212与轴肩211分置在第一轴承250的两侧，第一卡槽212内设置有第一卡簧213，第一卡簧213将第一轴承250限定在曲柄轴210轴上，第一卡簧213起到轴向固定第一轴承250的作用，在曲柄传动机构200的装配过程中，先将第一轴承250安装至曲柄轴210的一侧以使第一轴承250抵接轴肩211，将第一卡簧213安装至第一卡槽212内，第一卡簧213起到轴向固定第一轴承250的作用，而后将外环222套入轴肩211，将力矩感应套231的第一连接部2311穿插并固定在内环221中，最后将力矩输出件240的一端套接并在力矩感应套231的第二连接部2312上即可，整个安装过程简单方便，能有效减少安装过程中耗费的时间成本和人力成本。
根据本申请第一方面实施例的中置电机，内环221具有第一内孔，沿内环221的轴向，第一内孔的内壁周向间隔设置有多个第一导槽（图中未示出），第一连接部2311的外壁设置有对应于第一导槽的第一导条，第一连接部2311外壁的第一导条穿插于第一内孔的第一导槽，实现内环221与力矩感应套231的轴向传动连接，在曲柄传动机构200的装配过程中，先将第一轴承250套接在曲柄轴210的一侧以使第一轴承250抵接轴肩211，将第一卡簧213安装至第一卡槽212内，第一卡簧213起到轴向固定第一轴承250的作用，而后将外环222套入轴肩211，将力矩感应套231的第一连接部2311上的第一导条对准第一内孔中的第一导槽，然后将第一导条插入第一导槽，即可实现内环221与力矩感应套231的传动连接，安装过程简单方便，而后再将力矩输出件240的一端套接并在力矩感应套231的第二连接部2312上即可完成曲柄传动机构200的安装。
需要说明的是，沿曲柄轴210的轴向，可以在第一内孔的内壁周向间隔设置有多个第一导条，在第一连接部2311的外壁设置有对应于第一导条的第一导槽（图中未示出），同样能实现内环221与力矩感应套231的传动连接。
需要说明的是，参照图5，力矩感应套231的第一连接部2311上设置有第二卡槽，第二卡槽内设置有第二卡簧，第二卡簧起轴向定位内环221的功能，当第一连接部2311外壁的第一导条穿插于第一内孔的第一导槽，第二卡簧抵接内环221，实现内环221的轴向定位。
参照图4和图5，可以理解的是，外环222与第一连接部2311之间设置有第一垫片223，沿曲柄轴210的轴向，外环222的内壁设置有凹槽，第一垫片223安装在凹槽中，当第一导条穿插于第一导槽，第一连接部2311的端面抵接第一垫片223，第一垫片223起到轴向定位力矩感应套231的作用，并且还将外环222和力矩感应套231隔开，外环222和力矩感应套231的第一连接部2311的端面不直接接触，有效防止传动过程中，外环222和力矩感应套231的第一连接部2311过度磨损的现象发生。
需要说明的是，在曲柄传动机构200的装配过程中，先将第一轴承250套接在曲柄轴210的一侧以使第一轴承250抵接轴肩211，将第一卡簧213安装至第一卡槽212内，第一卡簧213起到轴向固定第一轴承250的作用，而后将外环222套在轴肩211上，而后将第一垫片223安装至外环222内壁的凹槽中，再将力矩感应套231的第一连接部2311上的第一导条对准第一内孔中的第一导槽，然后将第一导条插入第一导槽，即可实现内环221与力矩感应套231的传动连接，安装过程简单方便，而后再将力矩输出件240的一端套接并在力矩感应套231的第二连接部2312上即可完成曲柄传动机构200的安装。
参照图4和图5，可以理解的是，力矩输出件240具有第二内孔，沿力矩输出件240的轴向，第二内孔的内壁周向间隔设置有多个第二导槽（图中未示出），第二连接部2312的外壁设置有对应于第二导槽的第二导条，第二导条穿插于第二导槽，实现力矩感应套231和力矩输出件240的传动连接，在曲柄传动机构200的装配过程中，先将第一轴承250套接在曲柄轴210的一侧以使第一轴承250抵接轴肩211，将第一卡簧213安装至第一卡槽212内，第一卡簧213起到轴向固定第一轴承250的作用，而后将外环222套入轴肩211，将力矩感应套231的第一连接部2311上的第一导条对准第一内孔中的第一导槽，然后将第一导条插入第一导槽，即可实现内环221与力矩感应套231的传动连接，而后再将力矩输出件240的第二内孔中的第二导槽对准第二连接部2312上的第二导条并插入，实现力矩感应套231与力矩输出件240的传动连接，整个曲柄传动机构200的安装过程简单方便，能有效减少安装过程中耗费的时间成本和人力成本。
需要说明的是，沿曲柄轴210的轴向，可以在第二内孔的内壁周向间隔设置有多个第二导条，在第二连接部2312的外壁设置有对应于第二导条的第二导槽，将第二导条插入第二导槽，同样能实现力矩感应套231与力矩输出件240的传动连接。
需要说明的是，力矩感应套231与力矩输出件240之间设置有第三卡簧，曲柄轴210上设置有安装第三卡簧的第三卡槽，第三卡簧起到轴向定位力矩感应套231的功能，在曲柄传动机构200的装配过程中，先将第一轴承250套接在曲柄轴210的一侧以使第一轴承250抵接轴肩211，将第一卡簧213安装至第一卡槽212内，第一卡簧213起到轴向固定第一轴承250的作用，而后将外环222套入轴肩211，将力矩感应套231的第一连接部2311上的第一导条对准第一内孔中的第一导槽，然后将第一导条插入第一导槽，即可实现内环221与力矩感应套231的传动连接，而后将第三卡簧安装至第三卡槽中，以实现力矩感应套231的轴向定位，再将力矩输出件240的第二内孔中的第二导槽对准第二连接部2312上的第二导条并插入，实现力矩感应套231与力矩输出件240的传动连接，
参照图4和图5，可以理解的是，沿曲柄轴210的轴向，力矩输出件240与曲柄轴210之间间隔设置有第二轴承260和第三轴承270，第二轴承260和第三轴承270通过与第二内孔的内壁过盈配合固定在第一内孔中，第二轴承260和第三轴承270与曲柄轴210间隙配合，第二轴承260和第三轴承270起到支撑力矩输出件240和曲柄轴210的作用，在曲柄传动机构200的装配过程中，第一轴承250起轴向定位的作用，先将第一轴承250套入曲柄轴210的一侧，并使第一轴承250的壁面抵接至轴肩211，而后将外环222套入轴肩211，将力矩感应套231的第一连接部2311穿插并固定在内环221中，将第二轴承260和第三轴承270固定在力矩输出件240的第二内孔中，最后将力矩输出件240的一端套接并在力矩感应套231的第二连接部2312上，第二轴承260和第三轴承270套接在曲柄轴210上。
需要说明的是，力矩输出件240和曲柄轴210之间设置有密封圈，密封圈用于密封第二内孔，起到阻挡外部的水、尘和异物的作用，防止水、尘和异物进入第二内孔；力矩输出件240的外壁还设置有第四轴承，沿曲柄轴210的轴向，第一轴承250与第四轴承分置在曲柄轴210的两侧，起支撑作用，第一轴承250与第四轴承配合实现曲柄轴210与壳体组件100的转动连接，第四轴承套接在力矩输出件240上，并且力矩输出件240还设置有用于定位第四轴承的定位片。
按照图6至图8，可以理解的是，内环221的外周壁设置有多个周向间隔布置的安装槽224，外环222设置有多个朝向内环221的棘齿225，棘齿225设有卡合面，安装槽224内设置有棘爪，棘爪转动连接于内环221，棘爪包括第一棘爪227和第二棘爪228，第一棘爪227和第二棘爪228均连接有弹性元件226，弹性元件226用于推动第一棘爪227和第二棘爪228向外扩张；其中，当内环221沿第一方向转动，第一棘爪227和第二棘爪228的其一抵接卡合面，另一与卡合面之间具有间隙；当内环221沿第二方向转动，第一棘爪227和第二棘爪228均与棘齿225为滑动连接，弹性元件226推动棘爪向外扩张，使得第一棘爪227和第二棘爪228始终与棘齿225的齿面抵接，当内环221沿第一方向转动，靠近棘齿225的第一棘爪227与卡合面抵接，第二棘爪228脱离卡合面，此时第一棘爪227处于工作状态，内环221上的力通过第一棘爪227传递到外环222上，若第一棘爪227失效，则内环221转动使得第二棘爪228与卡合面抵接，此时第二棘爪228处于工作状态，内环221上的力通过第二棘爪228传递到外环222上，降低故障率；当内环221沿第二方向转动，第一棘爪227和第二棘爪228均沿棘齿225的齿面滑动，此时第一棘爪227和第二棘齿225无法传递动力，内环221上的力无法传递到外环222上，实现单向离合的功能。
可以理解的是，内环221从第二方向转动变换为第一方向转动时，此时第一棘爪227和第二棘爪228中距离棘齿225最近的能够与卡合面抵接，另一与卡合面之间存在间隙，能够起到减少第一内环221空行的行程的作用，使第一内环221上的力能够快速传递到外环222上，提高单向离合器的工作效率。
需要说明的是，当将第一单向离合器220安装至中置电机，安装人员可以调整第一单向离合器220的第一方向和第二方向，以使第一单向离合器220满足使用需求。
可以理解的是，当第一棘爪227与卡合面抵接时第二棘爪228脱离卡合面，当第二棘爪228与卡合面抵接时第一棘爪227脱离卡合面，当第一棘爪227失效后，第二棘爪228仍能正常进行工作，从而达到降低故障率的效果。
按照图6至图8，可以理解的是，第一棘爪227和第二棘爪228均为三个，三个第一棘爪227与三个第二棘爪228沿内环221的周向交错布置，当第一棘爪227处于工作状态时，三个第一棘爪227能够同时作用以传递动力，使得第一棘爪227与棘齿225之间受力均匀，两者之间不容易发生晃动，提升传动的稳定性。同理，当第二棘爪228处于工作状态时，三个第二棘爪228也能够同时作用传递动力，提升传动的稳定性。
可以理解的是，参照图7，当第一棘爪227和第二棘爪228的数量均为三个，两个第一棘爪227以及两个第二棘爪228的圆心角均为120度，第一棘爪227和相邻的第二棘爪228之间的圆心角可以在50度至70度之间选取，如第一棘爪227和相邻的一个第二棘爪228之间的圆心角为54度，第一棘爪227和相邻的另一个第二棘爪228之间的圆心角为66度。需要说明的是，如图7所示，相邻两个第一棘爪227以及相邻两个第二棘爪228的圆心角均为120度，即第一棘爪227和第二棘爪228均设置有3个，且3个第一棘爪227以及3个第二棘爪228沿内环221周向均匀布置；第二棘爪228与相邻的一个第一棘爪227之间圆心角的距离为54度，则第二棘爪228与相邻的另一个第一棘爪227的圆心角为66度。并且参照图7，设置棘齿225占据的圆心角为12度，即棘齿225设置有30个，在工作过程中，第一棘爪227与第二棘爪228在弹性元件226的作用下均抵接棘齿225的齿面，当外环222单独沿第二方向转动6度时，则第二棘爪228与卡合面抵接，即第二棘爪228变为工作状态，第一棘爪227脱离卡合面，即第一棘爪227由原先的工作状态转变为非工作状态，实现第一棘爪227与第二棘爪228工作模式的分配灵活，结构可靠，故障率低。
可以理解的是，第一棘爪227和第二棘爪228也可以为四个、五个或其他的数量，在此不做具体的限定；当第一棘爪227和第二棘爪228的数量改变，两个第一棘爪227以及两个第二棘爪228的圆心角也需要相应修改，在此不再赘述。
可以理解的是，第一棘爪227与第二棘爪228的形状可以相同。第一棘爪227与第二棘爪228的形状设置为相同，可分别与棘齿225啮合，以实现动力的传递；另外，第一棘爪227与第二棘爪228的形状设置为相同，可利于生产制造，用同一模具生产即可，降低生产成本，同时可利于拆装，在安装时，无需进行辨别、分类安装，提升用户的体验。
参照图4和图5，力矩检测组件230还包括力矩传感器232和屏蔽罩233，屏蔽罩233罩设于力矩感应套231的外周，力矩传感器232设置在力矩感应套231与屏蔽罩233之间，在传动过程中，力矩感应套231与曲柄轴210一起旋转，力矩传感器232可感应力矩感应套231的形变，检测出力矩感应套231上的力矩。屏蔽罩233布置在力矩传感器232的外圆周上，用于屏蔽外部信号对力矩传感器232的干扰，保证信号检测精度。
可以理解的是，力矩传感器232包括应变片、线圈固定座、感应线圈以及信号处理电路，应变片布置在力矩感应套231上，应变片可反应力矩感应套231的形变，线圈固定座布置在力矩感应套231的外圆周，感应线圈布置在线圈固定座上，用于感应应变片的信号，信号处理电路与感应线圈电连接，用于处理从感应线圈传递来的信号。
根据本申请第一方面实施例的中置电机，齿轮传动机构400的输入端与电机300的驱动轴310连接，第二单向离合器500与齿轮传动机构400的输出端连接，在中置电机运行过程中，电机300输出的动力通过驱动轴310传递至齿轮传动机构400的输入端中，而后传递至齿轮传动机构400的输出端，最后通过第二单向离合器500传递至力矩输出件240，动力传递稳定可靠。
需要说明的是，齿轮传动机构400为平行轴式减速齿轮组，其在壳体组件100内与曲柄轴210平行布置，根据不同速比要求，齿轮传动机构400可为二级减速齿轮组，也可为三级减速齿轮组。
根据本申请第二方面实施例的电动车，电动车包括车架、车轮、脚踏曲柄、脚踏板、链条、驱动链轮和和本申请第一方面实施例提供的中置电机，中置电机与车架连接，并通过链条与后轮进行连接而传递动力，同时中置电机的两侧安装有脚踏板，在中置电机没有电源的情况下，骑行人员可以通过脚踏实现人力骑行，阻力和正常的自行车没有差别。
在电动自行车的生产过程中，需要先将中置电机安装为一个整体，在将中置电机安装至电动自行车上，在中置电机的安装过程中，将第一单向离合器220的外环222套接并固定在曲柄轴210上，而后将力矩感应套231的第一连接部2311穿插并固定在内环221中，再将力矩输出件240的一端连接于力矩感应套231的第二连接部2312，得到安装完成的曲柄传动机构200，整个安装过程简单方便，并且从曲柄轴210输入的力矩通过第一单向离合器220传递至力矩感应套231后再传递至力矩输出件240，曲柄传动机构200各部件的连接传动关系较稳定；将曲柄传动机构200安装至壳体组件100一端第一安装腔150内，将电机300与齿轮传动机构400分别安装至壳体组件100两侧的第二安装腔160和第三安装腔170内，即可完成整个中置电机的安装，安装完成后中置电机的电机300以及第一单向离合器220位于壳体组件100的一侧，齿轮传动机构400和力矩输出件240位于壳体组件100相对的另一侧，曲柄传动机构200、电机300以及齿轮传动机构400合理的分置在壳体组件100的不同位置，简化中置电机的内部结构，以使中置电机的安装过程简单快捷，大大降低装配过程耗费的时间成本和人力成本；在后期对中置电机的维修和保养过程中，打开第一安装腔150即可将曲柄传动机构200取出以进行维修和保养，打开第二安装腔160即可将电机300取出以进行维修和保养，打开第三安装腔170即可将齿轮传动机构400取出以进行维修和保养，齿轮传动机构400各部件拆解方便快捷，有利于对中置电机后期的维修和保养。
可以理解的是，电动车可以是电动自行车、电动助力车、电动助力三轮车等。
上面结合附图对本申请实施例作了详细说明，但是本申请不限于上述实施例，在所属技术领域普通技术人员所具备的知识范围内，还可以在不脱离本申请宗旨的前提下，作出各种变化。

Claims (12)

  1. 中置电机，其中，包括：
    壳体组件，所述壳体组件内设置有第一安装腔，第二安装腔以及第三安装腔；
    曲柄传动机构，包括曲柄轴、第一单向离合器、力矩检测组件和力矩输出件，所述曲柄轴转动连接于所述壳体组件，所述第一单向离合器包括外环和内环，所述外环套接并固定于所述曲柄轴，所述力矩检测组件包括力矩感应套，所述力矩感应套的两端设置有第一连接部和第二连接部，所述第一连接部连接于所述内环，所述力矩输出件的一端套设并连接于所述第二连接部；
    电机，连接于所述壳体组件；
    齿轮传动机构，连接于所述壳体组件，所述齿轮传动机构具有输出端和输入端，所述输入端与所述电机的驱动轴连接；
    第二单向离合器，连接所述输出端与所述力矩输出件；
    其中，所述第一安装腔位于所述壳体组件的一端，所述曲柄传动机构位于所述第一安装腔并且所述曲柄轴贯穿所述第一安装腔，沿所述曲柄轴的径向，所述第二安装腔与所述第三安装腔位于所述壳体组件另一端，沿所述曲柄轴的轴向，所述第二安装腔与所述第三安装腔分置在所述壳体组件的两侧，所述电机位于所述第二安装腔，所述齿轮传动机构位于所述第三安装腔。
  2. 根据权利要求1所述的中置电机，其中，所述壳体组件包括第一壳体、第二壳体、第一端盖和第二端盖，所述第一壳体与所述第二壳体连接形成第一安装腔，所述第一壳体与所述第一端盖连接形成第二安装腔，所述第二壳体与所述第二端盖连接形成第三安装腔。
  3. 根据权利要求1或2所述的中置电机，其中，所述曲柄轴的一侧设有轴肩，所述曲柄轴套设有第一轴承，所述第一轴承与所述壳体组件连接，沿所述曲柄轴的轴向，所述第一轴承抵接所述轴肩的外侧壁，所述外环套接于所述轴肩并且所述外环的端面抵接所述第一轴承。
  4. 根据权利要求3所述的中置电机，其中，所述曲柄轴的外壁设有第一卡槽，所述第一卡槽与所述轴肩分置在所述第一轴承的两侧，所述第一卡槽内设有第一卡簧以限定所述第一轴承。
  5. 根据权利要求1至4中任一项所述的中置电机，其中，所述内环具有第一内孔，沿所述内环的轴向，所述第一内孔的内壁周向间隔设有多个第一导槽，所述第一连接部的外壁设有对应于所述第一导槽的第一导条，所述第一导条穿插于所述第一导槽。
  6. 根据权利要求5所述的中置电机，其中，所述外环与所述第一连接部之间设有第一垫片，当所述第一导条穿插于所述第一导槽，所述第一连接部抵接所述第一垫片。
  7. 根据权利要求5或6所述的中置电机，其中，所述力矩输出件具有第二内孔，沿所述力矩输出件的轴向，所述第二内孔的内壁周向间隔设有多个第二导槽，所述第二连接部的外壁设有对应于所述第二导槽的第二导条，所述第二导条穿插于所述第二导槽。
  8. 根据权利要求7所述的中置电机，其中，沿所述曲柄轴的轴向，所述力矩输出件与所述曲柄轴之间间隔设有第二轴承和第三轴承，所述第二轴承和所述第三轴承位于所述第二内孔。
  9. 根据权利要求1至8中任一项所述的中置电机，其中，所述内环的外周壁设有多个周向间隔布置的安装槽，所述外环设有多个朝向所述内环的棘齿，所述棘齿设有卡合面，所述安装槽内设有棘爪，所述棘爪转动连接于所述内环，所述棘爪包括有第一棘爪和第二棘爪，所述第一棘爪和所述第二棘爪均连接有弹性元件，所述弹性元件用于推动所述第一棘爪、所述第二棘爪向外扩张；当所述内环沿第一方向转动，所述第一棘爪和所述第二棘爪的其一抵接所述卡合面，另一与所述卡合面之间具有间隙；当所述内环沿第二方向转动，所述第一棘爪和所述第二棘爪均与所述棘齿为滑动连接。
  10. 根据权利要求9所述的中置电机，其中，所述第一棘爪和所述第二棘爪均为三个，三个所述第一棘爪与三个所述第二棘爪沿所述内环的周向交错布置。
  11. 根据权利要求1至10中任一项所述的中置电机，其中，力矩检测组件还包括力矩传感器和屏蔽罩，所述屏蔽罩罩设于所述力矩感应套的外周，所述力矩传感器设置在所述力矩感应套与所述屏蔽罩之间。
  12. 电动车，其中，包括如权利要求1至11中任一项所述的中置电机。
PCT/CN2023/098620 2022-07-29 2023-06-06 中置电机以及电动车 WO2024021884A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210910243.3A CN115149719A (zh) 2022-07-29 2022-07-29 中置电机以及电动车
CN202210910243.3 2022-07-29

Publications (1)

Publication Number Publication Date
WO2024021884A1 true WO2024021884A1 (zh) 2024-02-01

Family

ID=83414690

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/098620 WO2024021884A1 (zh) 2022-07-29 2023-06-06 中置电机以及电动车

Country Status (2)

Country Link
CN (1) CN115149719A (zh)
WO (1) WO2024021884A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115149719A (zh) * 2022-07-29 2022-10-04 广东威灵电机制造有限公司 中置电机以及电动车

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5570752A (en) * 1993-07-26 1996-11-05 Yamaha Hatsudoki Kabushiki Kaisha Transmission arrangement for electric power assisted bicycle
CN201678014U (zh) * 2010-03-22 2010-12-22 黄艳 电动自行车用超静音中置动力装置
CN209852516U (zh) * 2019-03-27 2019-12-27 新安乃达驱动技术（上海）股份有限公司 电动助力自行车及其中置电机驱动系统
CN113697023A (zh) * 2021-08-11 2021-11-26 建德市五星车业有限公司 一种同轴双单向结构电机及其工作方法
CN114221495A (zh) * 2021-12-16 2022-03-22 广东威灵电机制造有限公司 传动组件、电机和电动自行车
CN115042908A (zh) * 2022-07-29 2022-09-13 广东威灵电机制造有限公司 中置电机及电动自行车
CN115149719A (zh) * 2022-07-29 2022-10-04 广东威灵电机制造有限公司 中置电机以及电动车

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5570752A (en) * 1993-07-26 1996-11-05 Yamaha Hatsudoki Kabushiki Kaisha Transmission arrangement for electric power assisted bicycle
CN201678014U (zh) * 2010-03-22 2010-12-22 黄艳 电动自行车用超静音中置动力装置
CN209852516U (zh) * 2019-03-27 2019-12-27 新安乃达驱动技术（上海）股份有限公司 电动助力自行车及其中置电机驱动系统
CN113697023A (zh) * 2021-08-11 2021-11-26 建德市五星车业有限公司 一种同轴双单向结构电机及其工作方法
CN114221495A (zh) * 2021-12-16 2022-03-22 广东威灵电机制造有限公司 传动组件、电机和电动自行车
CN115042908A (zh) * 2022-07-29 2022-09-13 广东威灵电机制造有限公司 中置电机及电动自行车
CN115149719A (zh) * 2022-07-29 2022-10-04 广东威灵电机制造有限公司 中置电机以及电动车

Also Published As

Publication number Publication date
CN115149719A (zh) 2022-10-04

Similar Documents

Publication Publication Date Title
WO2024021884A1 (zh) 中置电机以及电动车
US10343745B2 (en) Bicycle crank arm and chainring carrier assembly
US6886416B2 (en) Pedal force sensing apparatus for an electric bicycle
CN109625146B (zh) 采用一级齿轮减速传动的紧凑型中置电机
WO2024021788A1 (zh) 中置电机及电动自行车
TW201938447A (zh) 自行車鏈輪
TW202210360A (zh) 用於自行車的後輪組件的多層小齒輪配置以及後輪組件
CN2937633Y (zh) 单向离合器
WO2023025048A1 (zh) 电动自行车合力输出中轴电机
TWI687341B (zh) 自行車傳動裝置
US11813891B2 (en) Hub for human-powered vehicle
CN210780395U (zh) 一种永磁式同心轴双驱外转子中置电机
EP0847915B1 (en) Power unit for motor-assisted bicycle
CN112722143A (zh) 内置链传动机构的电动自行车中置电机
JP3182506B2 (ja) 電動補助自転車のパワーユニット
CN203211005U (zh) 一种轴传动自行车后花鼓
TW202237467A (zh) 自行車用後輪轂
WO2021038476A1 (zh) 自行车驱动系统及套件
RU179351U1 (ru) Устройство для моторизации велосипеда
CN218431605U (zh) 一种带有力矩耦合装置的电助力自行车中置电机
CN216922935U (zh) 一种自行车后飞轮的棘轮离合机构
GR20200100009A (el) Συστημα μεσαιας τριβης και ηλεκτροκινησης ποδηλατων για υβριδικους ποδηλατικους σκελετους
CN218829501U (zh) 一种电动自行车中置电机
CN221718728U (zh) 自行车齿盘结构
CN216762054U (zh) 采用行星减速机构的高稳定性中置电机

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23845097

Country of ref document: EP

Kind code of ref document: A1