CN216002975U

CN216002975U - Hub motor integrated with automatic three-gear speed change mechanism

Info

Publication number: CN216002975U
Application number: CN202121751676.6U
Authority: CN
Inventors: 王清华; 王英喆; 邹斌; 张苏北
Original assignee: Bafang Electric Suzhou Co Ltd
Current assignee: Bafang Electric Suzhou Co Ltd
Priority date: 2021-07-29
Filing date: 2021-07-29
Publication date: 2022-03-11
Anticipated expiration: 2031-07-29

Abstract

The utility model discloses a hub motor integrated with an automatic three-gear speed change mechanism, and relates to the field of power-assisted bicycles. The key points of the technical scheme are that the device comprises an automatic three-gear speed change mechanism and a motor boosting mechanism; the automatic three-gear speed change mechanism comprises a pedal power output unit, a first planetary gear assembly and a second planetary gear assembly, wherein the first planetary gear assembly comprises a first planet carrier, a first gear ring, a first gear clutch assembly, a second gear clutch assembly and a second gear centrifugal driving assembly; the motor boosting mechanism comprises a wheel hub connected with the pedal power output unit; the second planetary gear assembly comprises a second planet carrier, a second gear ring, a three-gear clutch assembly and a three-gear centrifugal driving assembly, and a transmission shaft sleeve is arranged between the second planet carrier and the first planet carrier. According to the utility model, the automatic switching of the three gears is realized by utilizing the output speed, so that the riding experience can be further improved.

Description

Hub motor integrated with automatic three-gear speed change mechanism

Technical Field

The utility model relates to the field of power-assisted bicycles, in particular to a hub motor integrated with an automatic three-gear speed change mechanism.

Background

The hub motor of the common electric power-assisted bicycle in the current market comprises two structural types of direct drive and gear reduction. The rotor of the direct drive motor is the wheel hub, and the rotor of the gear reduction motor is input to the wheel hub through the gear reduction mechanism. The two structures have no mechanical speed change function, cannot realize the conversion of torque and speed on the output of the motor, and have low operation efficiency.

The prior Chinese patent with the publication number of CN211995141U discloses an electric vehicle hub motor, which comprises a hub body and a fixed shaft, wherein the fixed shaft is sleeved with a motor, a fixed-shaft gear train gear assembly and a centrifugal clutch structure, the fixed-shaft gear train gear assembly is arranged on a motion output right end cover of the motor through an overrunning clutch, and the centrifugal clutch structure is arranged on a motion output left end cover of the motor; when the motor rotates along one direction, the overrunning clutch can drive the gear assembly of the ordinary gear train to drive the hub body to rotate, and the centrifugal clutch structure is in a separated state; when the motor rotates along the other direction, the hub body is driven to rotate through the centrifugal clutch structure, and the overrunning clutch is in a separated state.

Although the hub motor of the electric vehicle comprises two gears, namely a low gear and a high gear, the switching of the gears needs to change the electric rotation direction, and automatic gear shifting cannot be realized in the riding process.

The current chinese patent with publication number CN1112071160A discloses an inner swing type centrifugal clutch of throwing block, which comprises a central shaft, a motor and a hub, wherein the left side of the motor is connected with the left inner cover of the motor through an overrunning clutch and a planetary assembly, the outer side of the planetary assembly is connected with a brake piece through a left end cover, the right side of the motor is connected with an inner swing type throwing block mechanism through a right inner cover of the motor, the outer side of the inner swing type throwing block mechanism is connected with a right end cover, and the right end cover and the left end cover are both connected with the hub.

In the internal swing type flail block centrifugal clutch, at low speed, the motor drives the left end cover to rotate through the overrunning clutch and the planet assembly so as to drive the hub to move at low speed; at high speed, the right inner cover of the motor drives the inner swing type flail block mechanism to act to drive the right end cover to rotate so as to drive the hub to move at high speed.

However, in the two types of in-wheel motor structures, a gear reduction motor structure is formed at a low speed, a direct-drive motor structure is formed at a high speed, the difference between the transmission ratio of the low speed and the transmission ratio of the high speed is large, the running efficiency is influenced, and on the other hand, safety accidents are easy to occur in sudden increase of the rotating speed during riding, the riding experience is influenced, and the service life is influenced.

In addition, the centrifugal clutches in the two hub motor structures are connected with the motor, namely, the actions of the centrifugal clutches are controlled through the rotating speed of the motor. However, for the above mentioned internal pendulum type centrifugal clutch with flail block, when the electric vehicle is not required to start up on a downhill or in a sliding mode, the hub is kept in a high speed state, the overrunning clutch is in an overrunning state, the motor does not rotate, the centrifugal clutch is reset to an initial state, when the rider starts up again, if the hub is still in a high speed state, the overrunning clutch is firstly clutched to enter a low speed gear after the motor rotates, and then the high speed gear is switched, so that the riding experience is affected by frequent gear switching, and the service life is affected by the component failure.

The existing chinese patent with publication number CN113022775A discloses an integrated gear shift mechanism hub motor, which realizes automatic gear shift according to output speed, thereby improving riding experience.

However, the hub motor of the integrated speed change mechanism in the above patent has only two gears, and the riding experience after the hub motor is installed on a vehicle still needs to be improved.

SUMMERY OF THE UTILITY MODEL

Aiming at the defects in the prior art, the utility model aims to provide the hub motor integrated with the automatic three-gear speed change mechanism, which is arranged on a power-assisted bicycle, and realizes the automatic switching of three gears by utilizing the output speed, so that the riding experience can be further improved.

In order to achieve the purpose, the utility model provides the following technical scheme:

an in-wheel motor integrated with an automatic three-gear speed change mechanism, comprising:

the automatic three-gear speed change mechanism comprises a pedal power output unit and a first planetary gear assembly, the first planetary gear assembly comprises a first planet carrier and a first gear ring, a first gear clutch assembly is arranged between the first planet carrier and the pedal power output unit, a second gear clutch assembly is arranged between the first gear ring and the pedal power output unit, and a second gear centrifugal driving assembly used for controlling the second gear clutch assembly is arranged on the pedal power output unit;

the motor power-assisted mechanism comprises a wheel hub connected with the pedal power output unit;

the automatic three-gear speed change mechanism further comprises:

the second planetary gear assembly comprises a second planet carrier and a second gear ring, a transmission shaft sleeve is arranged between the second planet carrier and the first planet carrier, a three-gear clutch assembly is arranged between the second gear ring and the pedal power output unit, and a three-gear centrifugal driving assembly used for controlling the three-gear clutch assembly is arranged on the pedal power output unit.

Further, the motor power-assisted mechanism further comprises a stator assembly, and the stator assembly is arranged on the outer side of the pedal power output unit along the radial direction.

Further, the motor assisting mechanism further comprises a stator support used for bearing the stator assembly, and a bearing is arranged between the stator support and the wheel hub.

Furthermore, the pedal power output unit comprises a shell, and a second gear positioning plate used for bearing the second gear centrifugal driving assembly is arranged in the shell.

Furthermore, two keep off centrifugal drive assembly and include two keep off centrifugal piece and two keep off limiting plate, just two keep off centrifugal piece and two keep off limiting plate are located respectively two sides of two fender locating plates.

Furthermore, a third gear positioning plate for bearing the third gear centrifugal driving assembly is arranged in the shell.

Further, three keep off centrifugal drive assembly including three keep off centrifugal piece and three keep off the limiting plate, just three keep off centrifugal piece and three keep off the limiting plate and be located respectively three keep off locating plate both sides.

Furthermore, the inside wall of the shell is provided with a positioning convex ring, and the two-gear positioning plate and the three-gear positioning plate are respectively positioned on two sides of the positioning convex ring.

Furthermore, the end face of the second-gear positioning plate or the third-gear positioning plate is provided with a limiting ring matched with the second-gear centrifugal block and the third-gear centrifugal block.

Further, the second-stage centrifugal block and the third-stage centrifugal block comprise the same radial cross section.

In conclusion, the utility model has the following beneficial effects:

1. the automatic switching of the three gears is realized by utilizing the output speed, so that the riding experience can be further improved;

2. the structure is compact, the layout is reasonable, the axial size and the radial size of the hub motor can be effectively controlled, and the volume is reduced;

3. the centrifugal driving assembly is controlled by the output speed of the hub motor, riding experience can be improved, gear shifting frequency is reduced, and the service life of the automatic speed changing hub is prolonged.

Drawings

FIG. 1 is a cross-sectional view of an in-wheel motor integrated with an automatic three-speed transmission mechanism according to an embodiment;

FIG. 2 is a cross-sectional view of the automatic three speed shifting mechanism of the embodiment;

fig. 3 is a schematic structural diagram of a second-gear centrifugal driving assembly and a third-gear centrifugal driving assembly in the embodiment.

In the figure: 1. a main shaft; 2. a housing; 21. positioning the convex ring; 22. two-stage positioning plates; 23. a third gear positioning plate; 31. a first carrier; 32. a first planet gear; 33. a first sun gear; 34. a first ring gear; 35. a first gear clutch assembly; 36. a second gear clutch component; 37. a tooth sheet; 4. a driving shaft sleeve; 51. a second planet carrier; 52. a second planet wheel; 53. a second sun gear; 54. a second ring gear; 55. a third gear clutch assembly; 61. two centrifugal blocks; 62. a limiting ring; 71. a third-gear centrifugal block; 72. a third gear limiting plate; 81. a hub; 82. an end cap; 83. a stator support; 84. a stator assembly; 85. and (5) magnetic steel.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings.

The present embodiment is only for explaining the present invention, and it is not limited to the present invention, and those skilled in the art can make modifications of the present embodiment without inventive contribution as needed after reading the present specification, but all of them are protected by patent law within the scope of the claims of the present invention.

Example (b):

an integrated automatic three-gear speed change mechanism hub motor, refer to fig. 1 and fig. 2, it includes automatic three-gear speed change mechanism and motor assist drive device; the automatic three-gear speed change mechanism comprises a pedal power output unit, a first planetary gear assembly and a second planetary gear assembly, and the motor boosting mechanism comprises a wheel hub 81 connected with the pedal power output unit; the first planetary gear assembly comprises a first planet carrier 31 and a first gear ring 34, a first gear clutch assembly 35 is arranged between the first planet carrier 31 and the pedal power output unit, a second gear clutch assembly 36 is arranged between the first gear ring 34 and the pedal power output unit, and a second gear centrifugal driving assembly used for controlling the second gear clutch assembly 36 is arranged on the pedal power output unit; the second planetary gear assembly comprises a second planet carrier 51 and a second gear ring 54, a transmission shaft sleeve 4 is arranged between the second planet carrier 51 and the first planet carrier 31, a three-gear clutch assembly 55 is arranged between the second gear ring 54 and the pedal power output unit, and the pedal power output unit is provided with a three-gear centrifugal driving assembly for controlling the three-gear clutch assembly 55; in this embodiment, set up two sets of planetary gear assembly and form three fender position, and realize the automatic switch-over that three kept off the position according to pedal power output unit's rotational speed to can further improve and ride and experience.

Referring to fig. 2, specifically, in the present embodiment, a tooth plate 37 for receiving a pedaling input rotation speed is disposed on the first planet carrier 31, and the first planet carrier 31 is connected to the second planet carrier 51 through a transmission sleeve 4, so that the rotation speeds of the tooth plate 37, the first planet carrier 31, the transmission sleeve 4 and the second planet carrier 51 are the same and are all the pedaling input rotation speeds; in the embodiment, circumferential linkage is realized between the first planet carrier 31 and the transmission shaft sleeve 4 and between the second planet carrier 51 and the transmission shaft sleeve 4 through spline fit, so that the assembly is convenient; in other alternative embodiments, the driving sleeve 4 may be integrally formed with the first planet carrier 31 or the second planet carrier 51, which is not limited herein.

Referring to fig. 2, the automatic three-speed transmission mechanism in this embodiment further includes a main shaft 1, the first planetary gear assembly further includes a first sun gear 33 fixed with respect to the main shaft 1, and the first carrier 31 is provided with a first planetary gear 32 engaged with the first sun gear 33; the second planetary gear assembly further comprises a second sun gear 53, which is stationary with respect to the main shaft 1, and the second planet carrier 51 is provided with a second planet gear 52 which meshes with the second sun gear 53; specifically, in the present embodiment, the first sun gear 33 is integrally formed with the main shaft 1, and the second sun gear 53 is fixed and does not rotate with the main shaft 1 by key slot matching; in other alternative embodiments, the second sun gear may be integrally formed with the main shaft 1, and the first sun gear 33 may be in spline fit with the main shaft 1, which is not limited herein.

Referring to fig. 2, the pedal power output unit in the present embodiment includes a housing 2, wherein bearings are provided between a first carrier 31 and a main shaft 1, between the housing 2 and the first carrier 31, between the housing 2 and a first ring gear 34, between the housing 2 and a second carrier 51, between the housing 2 and a second ring gear 54, and between the second ring gear 54 and the second carrier 51; in other alternative embodiments, the position and number of the bearings may be adjusted as needed, and are not limited herein.

Referring to fig. 1 and fig. 2, specifically, the motor assisting mechanism in this embodiment further includes a stator bracket 83, a stator assembly 84, an end cover 82, and a magnetic steel 85; the stator support 83 is sleeved on the main shaft 1, and the stator support 83 and the main shaft are matched through a waist-shaped hole, so that the stator support 83 is fixed; in other alternative embodiments, the stator bracket 83 and the main shaft 1 may be matched by a key slot, and is not limited herein; the stator assembly 84 is arranged on the stator bracket 83, and the magnetic steel 85 is arranged on the inner side wall of the hub 81 and is opposite to the stator assembly 84; the end cover 82 is connected with the hub 81, a bearing is arranged between the inner side wall of the end cover 82 and the outer side wall of the stator support 83, a bearing is arranged between the stator support 83 and the hub 81, and the two bearings play a role in supporting a motor shell formed by the end cover 82 and the hub 81; in this embodiment, the hub 81 and the end cap 82 form a motor power output unit, and are connected to the housing 2 as the pedal power output unit to form a hub motor power output unit, so that the output rotation speed of the pedal power output unit is the output rotation speed of the hub motor.

Referring to fig. 1 and 2, in particular, in the present embodiment, the stator assembly 84 is radially disposed outside the housing 2, so that the axial size of the motor can be effectively controlled, and the volume of the motor can be reduced; the bearing between the stator bracket 83 and the hub 81 supports the stator bracket 83 to ensure the stability of the stator bracket 83; in consideration of the axial dimension of the automatic three-gear speed change mechanism, in order to effectively control the axial dimension of the hub motor, the motor assisting mechanism in this embodiment is a direct-drive motor structure, and in other optional embodiments, the motor assisting mechanism may also be a speed reduction motor structure, which is not limited herein.

Referring to fig. 1 and 2, in the present embodiment, the automatic three-gear speed change mechanism and the motor assisting mechanism are independently assembled, and when the motor is assembled, the stator support 83 is installed from the end of the main shaft 1, then the housing 2 is connected with the hub 81 through the bolt, and then the axial limiting component (including the compression nut) matched with the stator support 83 is installed at the end of the main shaft 1; therefore, the hub motor in the embodiment has the advantages of convenience in assembly and convenience in maintenance.

Referring to fig. 2, in the present embodiment, the first gear clutch assembly 35, the second gear clutch assembly 36, and the third gear clutch assembly 55 all adopt a ratchet and pawl structure; in other alternative embodiments, the clutch assembly may be replaced by other clutch structures, which are not limited herein; in the embodiment, a second gear positioning plate 22 for bearing a second gear centrifugal driving assembly and a third gear positioning plate 23 for bearing a third gear centrifugal driving assembly are arranged in the shell 2; in the embodiment, two positioning plates are adopted to respectively bear the centrifugal driving assemblies, so that the structural strength and the stability can be ensured; in other alternative embodiments, two centrifugal driving assemblies may be disposed on the same positioning plate, which is not limited herein; in the embodiment, the second-gear positioning plate 22 is connected with the pawl seat of the second-gear clutch assembly 36, and the third-gear positioning plate 23 is connected with the pawl seat of the third-gear clutch assembly 55.

Referring to fig. 2 and 3, specifically, a positioning convex ring 21 is arranged on the inner side wall of the housing 2, and the second-gear positioning plate 22 and the third-gear positioning plate 23 are respectively located at two sides of the positioning convex ring 21; in the embodiment, the two-gear positioning plate 22 and the positioning convex ring 21, and the three-gear positioning plate 23 and the positioning convex ring 21 are connected by screws, so that the structural strength and the stability can be ensured, and the assembly is convenient; the second-stage centrifugal driving assembly in the embodiment includes a second-stage centrifugal block 61 and a second-stage limiting plate, and the second-stage centrifugal block 61 and the second-stage limiting plate are respectively located at two sides of the second-stage positioning plate 22; the third-gear centrifugal driving assembly comprises a third-gear centrifugal block 71 and a third-gear limiting plate 72, and the third-gear centrifugal block 71 and the third-gear limiting plate 72 are respectively positioned at two sides of the third-gear positioning plate 23; in the embodiment, the centrifugal block and the limiting plate are arranged at two sides of the positioning plate, so that the radial size can be effectively controlled; further, in the present embodiment, the second-gear centrifugal block 61 and the third-gear centrifugal block 71 are located between the second-gear positioning plate 22 and the third-gear positioning plate 23, and the second-gear centrifugal block 61 and the third-gear centrifugal block 71 include the same radial cross section, that is, the second-gear centrifugal block 61 and the third-gear centrifugal block 71 are axially and alternately arranged, so that the axial size can be effectively controlled, and the volume of the speed change mechanism is reduced.

Referring to fig. 2 and 3, other structures of the centrifugal driving assembly and the structure matching with the centrifugal assembly in the present embodiment are the prior art and are not described herein; the centrifugal block and the limiting plate are respectively located on two sides of the positioning plate, so that a driving shaft used for driving the limiting plate to rotate on the centrifugal block needs to penetrate through the positioning plate, and the positioning plate is provided with a yielding groove matched with the driving shaft.

Referring to fig. 1 and 2, in the present embodiment, the two-stage centrifugal block 61 and the three-stage centrifugal block 71 are both two in number, and four centrifugal blocks are arranged crosswise in the circumferential direction; the end surface of the second-gear positioning plate 22 or the third-gear positioning plate 23 is provided with a limit ring 62 which is matched with the second-gear centrifugal block 61 and the third-gear centrifugal block 71, specifically, in this embodiment, the limit ring 62 is connected with the second-gear positioning plate 22, and only one limit ring 62 is provided to effectively control the axial size; the limiting ring 62 is positioned at the inner sides of the second-gear centrifugal block 61 and the third-gear centrifugal block 71 along the radial direction, and plays a limiting role when the centrifugal blocks are in a contraction state; in the present embodiment, the positioning convex ring 21 is located at the outer side of the second-stage centrifugal block 61 and the third-stage centrifugal block 71 along the radial direction, and plays a role of limiting when the centrifugal blocks are in a swing-out state.

The working principle is as follows:

the rotation speed of the pedal power is transmitted to the tooth piece 37, the tooth piece 37 drives the first planet carrier 31 and the second planet carrier 51 to rotate, the first sun gear 33 and the second sun gear 53 are fixed, the first planet carrier 31 drives the first gear ring 34 to rotate through the first planet gear 32, the second planet carrier 51 drives the second gear ring 54 to rotate through the second planet gear 52, and the rotation speed of the first gear ring 34 is greater than that of the first planet carrier 31, and the rotation speed of the second gear ring 54 is greater than that of the first gear ring 34.

When the first gear is shifted: when the second-gear centrifugal block 61 and the third-gear centrifugal block 71 are both in a contracted state, the second-gear clutch assembly 36 cannot transmit under the restriction of the second-gear limiting plate, and the rotating speed of the first gear ring 34 cannot be transmitted to the housing 2 through the second-gear clutch assembly 36; the third gear clutch assembly 55 cannot transmit under the restriction of the third gear limit plate 72, so that the rotation speed of the second ring gear 54 cannot be transmitted to the housing 2 through the third gear clutch assembly 55; at this time, the first carrier 31 drives the housing 2 and the hub 81 to rotate through the first gear clutch assembly 35, so as to realize power output.

And when the second gear is on: after the rotating speed of the shell 2 reaches the second gear shifting point, the second gear centrifugal block 61 rotates to a throwing state under the action of centrifugal force, at the moment, the second gear clutch assembly 36 can realize transmission, and the rotating speed of the first gear ring 34 is transmitted to the shell 2 and the hub 81 through the second gear clutch assembly 36 to realize power output; at this time, the rotating speed of the shell 2 is greater than that of the first planet carrier 31, and the first gear clutch assembly 35 is in an overrunning state; while the third-gear eccentric mass 71 is still in a contracted state.

In the third gear, after the rotating speed of the housing 2 reaches the third gear shift point, the third centrifugal block 71 rotates to a throw-away state under the action of centrifugal force, at this time, the third clutch assembly 55 can realize transmission, and the rotating speed of the second ring gear 54 is transmitted to the housing 2 and the hub 81 through the third clutch assembly 55, so that power output is realized; at this time, the rotational speed of the casing 2 is greater than the rotational speeds of the first carrier 31 and the first ring gear 34, and the first-gear clutch pack 35 and the second-gear clutch pack 36 are both in the overrunning state.

When pedal power is input, the motor power-assisted mechanism is started to input power-assisted rotating speed to the wheel hub 81, so that motor power-assisted running is realized, riding is easier, and riding experience is improved.

The centrifugal driving assembly is controlled by the output speed of the hub motor, riding experience can be improved, gear shifting frequency is reduced, and the service life of the automatic speed changing hub is prolonged.

Claims

1. An in-wheel motor integrated with an automatic three-gear speed change mechanism, comprising:

characterized in that, automatic three keep off gearshift still includes:

2. The integrated automatic three speed change mechanism in-wheel motor according to claim 1, wherein: the motor power-assisted mechanism further comprises a stator assembly, and the stator assembly is arranged on the outer side of the pedal power output unit along the radial direction.

3. The integrated automatic three speed change mechanism in-wheel motor according to claim 2, wherein: the motor boosting mechanism further comprises a stator support used for bearing the stator assembly, and a bearing is arranged between the stator support and the wheel hub.

4. The integrated automatic three speed change mechanism in-wheel motor according to claim 1, wherein: the pedal power output unit comprises a shell, and a secondary positioning plate used for bearing the secondary centrifugal driving assembly is arranged in the shell.

5. The integrated automatic three speed change mechanism in-wheel motor according to claim 4, wherein: the second-gear centrifugal driving assembly comprises a second-gear centrifugal block and a second-gear limiting plate, and the second-gear centrifugal block and the second-gear limiting plate are respectively located on two sides of the second-gear positioning plate.

6. The integrated automatic three speed change mechanism in-wheel motor according to claim 5, wherein: and a three-gear positioning plate for bearing the three-gear centrifugal driving assembly is arranged in the shell.

7. The integrated automatic three speed change mechanism in-wheel motor according to claim 6, wherein: the three-gear centrifugal driving assembly comprises a three-gear centrifugal block and a three-gear limiting plate, and the three-gear centrifugal block and the three-gear limiting plate are respectively located on two sides of the three-gear positioning plate.

8. The integrated automatic three speed change mechanism in-wheel motor according to claim 6, wherein: the inner side wall of the shell is provided with a positioning convex ring, and the two-gear positioning plate and the three-gear positioning plate are respectively positioned on two sides of the positioning convex ring.

9. The integrated automatic three speed change mechanism in-wheel motor according to claim 7, wherein: and the end surface of the second-gear positioning plate or the third-gear positioning plate is provided with a limiting ring matched with the second-gear centrifugal block and the third-gear centrifugal block.

10. The integrated automatic three speed change mechanism in-wheel motor according to claim 7, wherein: the second-gear centrifugal block and the third-gear centrifugal block comprise the same radial cross section.