WO2024021788A1 - 中置电机及电动自行车 - Google Patents

中置电机及电动自行车 Download PDF

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Publication number
WO2024021788A1
WO2024021788A1 PCT/CN2023/094854 CN2023094854W WO2024021788A1 WO 2024021788 A1 WO2024021788 A1 WO 2024021788A1 CN 2023094854 W CN2023094854 W CN 2023094854W WO 2024021788 A1 WO2024021788 A1 WO 2024021788A1
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WO
WIPO (PCT)
Prior art keywords
mid
bearing
gear
way clutch
mounted motor
Prior art date
Application number
PCT/CN2023/094854
Other languages
English (en)
French (fr)
Inventor
黄玮
范清泉
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 WO2024021788A1 publication Critical patent/WO2024021788A1/zh

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Classifications

    • 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
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/70—Rider propelled cycles with auxiliary electric motor power-driven at single endless flexible member, e.g. chain, between cycle crankshaft and wheel axle, the motor engaging the endless flexible member
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/06—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with spur gear wheels
    • 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
    • B62M23/00—Transmissions characterised by use of other elements; Other transmissions
    • 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
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B62M6/50—Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof

Definitions

  • This application relates to the technical field of electric bicycles, particularly to mid-mounted motors and electric bicycles.
  • 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 that can reduce the overall size of the gear transmission assembly.
  • This application also proposes an electric bicycle with the above-mentioned mid-mounted motor.
  • a mid-mounted motor includes: a housing, a crankshaft, a power output member, a motor, a gear reduction mechanism and a second one-way clutch; the crankshaft is rotationally connected to the housing; the The power output member is connected to the crankshaft through a transmission assembly, and the transmission assembly includes a first one-way clutch; the motor is installed in the housing; the gear reduction mechanism is connected to the output end of the motor, and the The gear reduction mechanism includes an output shaft and an output gear. The output gear is provided on the output shaft.
  • the output shaft is provided with an inner hole.
  • the power output member is inserted through the inner hole; the second one-way clutch Connect the output gear and the power output member; wherein the second one-way clutch includes a second inner ring, a second clutch assembly and a second outer ring, and the second clutch assembly is located in the inner hole, Part of the power output member is configured as the second inner ring, and part of the output shaft is configured as the second outer ring.
  • the mid-mounted motor has at least the following beneficial effects: the overall size of the output gear is the largest among all the gears of the gear reduction mechanism, and the second one-way clutch is arranged in the inner hole of the output shaft, which can reasonably Utilizing the inner hole space of the output shaft, there is no need to additionally increase the size of the gear, and the power output member and the output shaft are used as the second inner ring and the second outer ring of the second one-way clutch respectively, that is, compared with the general single To the clutch, the inner and outer rings are reduced, which can reduce the overall size of the gear transmission assembly.
  • the first one-way clutch includes a first inner ring, a first clutch assembly and a first outer ring.
  • the first outer ring is fixedly connected to the crankshaft.
  • the first clutch The assembly is located between the first inner ring and the first outer ring.
  • the transmission assembly includes a torque detection device.
  • the torque detection device includes a torque sensing sleeve and a torque sensor. The torque sensing sleeve is connected to the first The inner ring, the power output member, and the torque sensor are fixed to the housing.
  • the torque detection device includes a shielding cover, and the shielding cover is provided on the outer periphery of the torque sensor.
  • the torque sensor includes a coil holder, the coil holder is fixed to the housing, and the coil holder is provided with an induction coil.
  • the mid-mounted motor includes a cadence sensor.
  • the cadence sensor includes a detection component and a target component.
  • the target component is fixed to the first outer ring, and the detection component is fixed to the first outer ring. on the coil holder.
  • the gear reduction mechanism includes an input shaft and an input gear
  • the motor includes a rotor assembly
  • the input gear and the rotor assembly are installed on the input shaft.
  • the input shaft is provided with a first bearing, a second bearing and a third bearing
  • the input gear is located between the first bearing and the third bearing
  • the rotor assembly Located between the second bearing and the third bearing.
  • the gear reduction mechanism is a two-stage reduction gear set or a three-stage reduction gear set.
  • the motor includes a stator assembly, the stator assembly includes a winding, and the winding uses a conductor with a non-circular cross-section.
  • the mid-mounted motor includes an angle sensor for detecting the rotation speed of the motor, and the angle sensor is arranged in the gear reduction mechanism.
  • the power output member is provided with a fourth bearing.
  • the fourth bearing is located on an end side of the second one-way clutch and is used to support the output shaft.
  • the fourth bearing It includes an outer raceway, a rolling assembly and an inner raceway, part of the power output member is configured as the inner raceway, and part of the output shaft is configured as the outer raceway.
  • An electric bicycle according to a second embodiment of the present application includes the mid-mounted motor of the first embodiment of the present application.
  • the electric bicycle according to the embodiment of the present application has at least the following beneficial effects: by using the mid-mounted motor of the first embodiment of the present application, the inner hole space of the output shaft can be reasonably utilized without additionally increasing the size of the gear. And the power output part and the output shaft are respectively configured as the second inner ring and the second outer ring of the second one-way clutch. That is, compared with the general one-way clutch, the inner ring and the outer ring are reduced, and the gear transmission assembly can be reduced. overall size.
  • Figure 1 is a schematic diagram of an electric bicycle according to an embodiment of the present application.
  • Figure 2 is a schematic diagram of a mid-mounted motor according to an embodiment of the present application.
  • Figure 3 is an A-A cross-sectional view of the mid-mounted motor shown in Figure 2;
  • Figure 4 is a schematic diagram of the gear reduction mechanism and transmission assembly shown in Figure 3;
  • Figure 5 is a B-B cross-sectional view shown in Figure 4.
  • Figure 6 is a C-C cross-sectional view shown in Figure 4.
  • FIG. 7 is an exploded view of the power output member, the second one-way clutch and the output gear shown in FIG. 6 .
  • Second clutch component 602. Inner hole; 603. Rolling component.
  • a power-assisted 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. .
  • an electric bicycle includes a frame 103, wheels 104, pedal cranks 105, pedals 106, a chain 107, a driving sprocket 108 and a mid-mounted motor 100.
  • the mid-mounted motor 100 is connected to the bicycle.
  • the frame 103 is connected, and is connected to the rear wheel through a chain 107 to transmit power.
  • pedals 106 are installed on both sides of the mid-mounted motor 100.
  • mid-mounted motors have greater advantages in 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 shock absorber action.
  • the motor will also bear less road impact, and its ultra-high degree of 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.
  • the one-way clutch of the motor assist part is arranged on the intermediate gear of the gear transmission assembly. This arrangement increases the overall size of the intermediate gear, and its structure and assembly form are more complicated.
  • the mid-mounted motor 100 in the embodiment of the present application includes a housing 101, a crankshaft 102, a power output part 201, a motor 202, a gear reduction mechanism 203, and a first one-way clutch 204 and the second one-way clutch 205.
  • the housing 101 is used to be fixedly connected to the frame 103 to ensure the stability of the entire mid-mounted motor 100.
  • the crankshaft 102 is passed through the housing 101 and is rotationally connected with the housing 101.
  • the crankshaft 102 is used to connect the foot crank 105, and the foot crank 105 is connected to the foot pedal 106.
  • the first one-way clutch 204 is provided between the power output member 201 and the crankshaft 102 .
  • the pedal crank 105 drives the crank shaft 102 to rotate, the first one-way clutch 204 works, and the human power is transmitted to the power output member 201 through the first one-way clutch 204, thereby turning the pedal The power is transmitted to the wheel 104, and finally drives the wheel 104 to rotate.
  • the motor 202 is fixedly connected to the housing 101 so that the motor 202 can stably provide power to achieve the power-assisting effect.
  • the gear reduction mechanism 203 is connected to the output end of the motor 202, and the second one-way clutch 205 is disposed between the output end and the power output member 201.
  • the power of the motor 202 is transmitted to the gear reduction mechanism 203, and the second one-way clutch 205 operates, thereby transmitting the power of the motor 202 to the wheel 104, and finally drives the wheel 104 to rotate.
  • the phenomenon of magnetic resistance or mechanical resistance caused by the crankshaft 102 to the gear reduction mechanism 203 is eliminated, thereby enabling the It is guaranteed that no additional resistance will be added to the motor 202 when the rider does not have pedals.
  • the second one-way clutch 205 when the motor 202 stops running, the phenomenon of magnetic resistance or mechanical resistance caused by the motor 202 and the gear reduction mechanism 203 to the crankshaft 102 is eliminated, thereby ensuring that no power is generated when the motor 202 is not assisting. Adds extra resistance to the rider.
  • crankshaft 102 when the crankshaft 102 is driven by human power to rotate forward, and the motor 202 does not provide assistance to the power output member 201, the crankshaft 102 can drive the first one-way clutch 204 to work, and the human power is transmitted through the first one-way clutch 204.
  • the second one-way clutch 205 is idling at this time, and human power does not affect the gear reduction mechanism 203, so that the power output member 201 is driven to rotate by human pedaling.
  • the crankshaft 102 rotates in the opposite direction relative to the first one-way clutch 204, that is, the crankshaft 102 does not transmit power to the power output member 201 at this time. power.
  • the motor 202 outputs power but the rider does not pedal, the motor 202 rotates in the forward direction and delivers it to the power output member 201.
  • the first one-way clutch 204 is idling and the motor 202 does not affect the crank.
  • Axis 102 That is, when manpower drives the crankshaft 102 to rotate in the forward direction, power is provided to the power output member 201 through the first one-way clutch 204.
  • manpower drives the crankshaft 102 to rotate in the reverse direction or there is no relative rotation, the crankshaft 102 and the first unit
  • the relative rotation to the clutch 204 means that the crankshaft 102 does not transmit resistance to the power output member 201 .
  • the second one-way clutch 205 can drive the power output member 201 to rotate in the forward direction.
  • the crankshaft 102 drives the power output member 201 to rotate, and at the same time the motor 202 does not provide assistance to the power output member 201
  • the second one-way clutch 205 is idling at this time, that is, the power output member 201 can rotate relative to the second one-way clutch 205 at this time.
  • the rotation of the clutch 205 does not affect the rotation of the crankshaft 102.
  • the rotation direction of the motor 202 is reversed relative to the second one-way clutch 205, the motor 202 does not transmit power to the power output member 201 at this time.
  • the motor 202 when the motor 202 rotates in the forward direction relative to the second one-way clutch 205, it provides assistance to the power output member 201 through the second one-way clutch 205.
  • the motor 202 rotates in the reverse direction relative to the second one-way clutch 205 or does not During relative rotation, the motor 202 and the second one-way clutch 205 rotate relatively, that is, the motor 202 does not transmit resistance to the power output member 201.
  • crankshaft 102 rotates in the forward direction and/or the motor 202 rotates in the forward direction and drives the power output member 201, the electric bicycle is in a forward state at this time.
  • the housing 101 includes a first housing 206 , a second housing 207 , a first end cover 208 and a second end cover 209 .
  • the material of the housing 101 may be aluminum alloy, magnesium alloy, or magnesium-aluminum alloy.
  • the first end cover 208 is located at the left rear position of the first housing 206, so that the left rear portion of the first housing 206 and the first end cover 208 together define a first cavity for accommodating the motor 202.
  • the second end cover 209 Located in the left half of the second housing 207 and between the first housing 206 and the second housing 207 , the second end cover 209 and the second housing 207 together form a second housing for accommodating the gear reduction mechanism 203 .
  • the crankshaft 102 penetrates the first housing 206 and the second housing 207, the first one-way clutch 204 is located at one end of the crankshaft 102 close to the first housing 206, and the second one-way clutch 205 is located at the end of the crankshaft 102 close to the first housing 206.
  • the first end cover 208 and the first housing 206 are fixed to each other by bolts, the second end cover 209 and the second housing 207 are fixed to each other by bolts, and the first housing 206 and the second housing 207 are fixed to each other by bolts.
  • a sealing member is arranged between the first housing 206 and the second housing 207, and the sealing members are used to seal each other.
  • the seal is a flat seal made of non-metallic material.
  • the motor 202 is in the form of an outer stator and an inner rotor, including a stator assembly 235 and a rotor assembly 236 .
  • the stator assembly 235 is arranged in the first housing 206
  • the rotor assembly 236 is arranged on the inner circumference of the stator assembly 235
  • the rotor assembly 236 is connected to the gear reduction mechanism 203 .
  • the winding of the stator assembly 235 usually uses round wire winding, and the winding slot fill rate of the round wire winding is low. Under the condition that the volume of the stator assembly 235 remains unchanged, the power density and efficiency of the mid-mounted motor 100 are both low.
  • the mid-mounted motor 100 is used in electric bicycles to accelerate the consumption of battery life, so there is a great demand for improving the energy efficiency of the motor 202.
  • the stator assembly 235 includes windings and a stator core.
  • the stator core is generally cut from silicon steel sheets, and the cut silicon steel sheets are processed into a wound stator core.
  • the teeth of the stator core are equipped with tooth boots, when cutting the stator core, you must design the cutting method according to the tooth boots.
  • the material utilization rate of silicon steel sheets can only reach 70% at most, and it is difficult to further improve it.
  • the stator core in the embodiment of the present application adopts the tooth portion of the toothless shoe to optimize the cutting method and thereby improve the material utilization rate of the silicon steel sheet.
  • the tooth portion is set in a straight tooth shape, and the winding does not need to be wound on the tooth portion.
  • the winding can be completed externally using tooling, and the operating space is large, which can effectively increase the winding slot full rate.
  • the winding uses aluminum conductors with non-circular cross-sections, such as square-section aluminum conductors, while the teeth adopt a straight tooth-shaped structure, such as the cross-section of the teeth is also square.
  • the aluminum conductors of the winding match the shape of the teeth, and the aluminum conductors are tight Fitting to the outer wall of the tooth portion allows the aluminum conductors to be arranged more closely, thus increasing the winding slot fullness ratio of the stator assembly 235 .
  • the motor 202 adopts the flat wire process, which improves the power density and efficiency of the mid-mounted motor 100 while keeping the volume of the stator assembly 235 unchanged.
  • the mid-mounted motor 100 is used in electric vehicles, which helps to improve the endurance of electric vehicles. .
  • the gear reduction mechanism 203 is a parallel shaft reduction gear set, which is arranged parallel to the crankshaft 102 in the housing 101. According to different speed ratio requirements, it can be a two-stage reduction gear set, or It can be a three-stage reduction gear set.
  • the gear reduction mechanism 203 is a three-stage reduction gear set.
  • the three-stage reduction gear set includes an input shaft 210 , an input gear 211 , a first intermediate shaft 212 , a first-level driven gear 213 , and a second-level driven gear 213 .
  • the input shaft 210 rotates with the rotor assembly 236 and is arranged parallel to the axis of the crankshaft 102 and the input gear 211 is arranged on the input shaft 210 .
  • the first intermediate shaft 212 is arranged parallel to the axis of the crankshaft 102.
  • the primary driven gear 213 is arranged on the first intermediate shaft 212, meshes with the input gear 211, and has a greater number of teeth than the input gear 211.
  • the driving gear 214 is arranged on the first countershaft 212 .
  • the second intermediate shaft 215 is arranged parallel to the axis of the crankshaft 102 .
  • the secondary driven gear 216 is arranged on the second intermediate shaft 215 , meshes with the secondary driving gear 214 , and has more power than the secondary driving gear 214 .
  • the third-stage driving gear 217 is arranged on the second countershaft 215.
  • the output shaft 218 rotates coaxially with the power output member 201.
  • the output gear 219 is arranged on the output shaft 218, meshes with the third-stage driving gear 217, and has a greater number of teeth than the third-stage driving gear 217.
  • Multiple sets of bearing sets support the input shaft 210, the first intermediate shaft 212, the second intermediate shaft 215, and the output shaft 218 in such a manner that they can rotate around their axes.
  • the material of the gear reduction mechanism 203 can be all steel.
  • the primary driven gear 213 and the secondary driven gear 216 can also be a combination of steel and plastic materials, and can adopt a plastic-coated structure or a nested structure.
  • the input gear 211 and the input shaft 210 can be of an integrated structure
  • the first intermediate shaft 212 and the secondary driving gear 214 can be of an integrated structure
  • the primary driven gear 213 can be splined or interference-fitted.
  • the second intermediate shaft 215 and the third-stage driving gear 217 can be an integrated structure
  • the secondary driven gear 216 can be fixed on the second intermediate shaft 215 through splines or interference fit.
  • the output gear 219 and the output shaft 218 may be of an integrated structure.
  • the input shaft 210 and the rotor assembly 236 may be connected together by a spline or an interference fit.
  • the secondary reduction gear set includes an input shaft 210, an input gear 211, a first intermediate shaft 212, a primary driven gear 213, a secondary driving gear 214, Output shaft 218, output gear 219 and multiple bearing sets.
  • the diameter of the inner hole 602 of the output shaft 218 can also be made larger than the first intermediate shaft 212 and the second intermediate shaft 212.
  • the diameter of the shaft hole of the intermediate shaft 215 is large, and the second one-way clutch 205 is arranged in the inner hole 602 of the output shaft 218, which can effectively utilize the space of the inner hole 602 of the output shaft 218, and at the same time reduce the size of the primary driven gear 213 and The overall size of the secondary driven gear 216 can thereby reduce the overall size of the gear transmission assembly.
  • the plurality of bearing sets include a first bearing 220 , a second bearing 221 and a third bearing 222 .
  • the first bearing 220 is fixed to the second housing 207 and is mounted on the input shaft 210 Axially, the first bearing 220 is arranged on a different side from the motor 202 , that is, the first bearing 220 is arranged on the front side of the input shaft 210 .
  • the second bearing 221 is fixed to the input shaft 210 , and is arranged on the same side as the motor 202 in the axial direction of the input shaft 210 , that is, the second bearing 221 is arranged on the rear side of the input shaft 210 .
  • the third bearing 222 is fixed to the input shaft 210 and is arranged between the first bearing 220 and the second bearing 221 in the axial direction of the input shaft 210 .
  • the shaft where the output of the motor 202 is located generally has two support bearings arranged at both ends. There is no auxiliary support in the middle of the shaft where the output of the motor 202 is located. In this way, the shaft where the output of the motor 202 is located will bear a large bending moment, which is not conducive to the control of vibration and noise.
  • two support bearings and an auxiliary support bearing are arranged on the output shaft of the motor 202, that is, the first bearing 220 and the second bearing 221 are respectively arranged at both ends of the input shaft 210.
  • the second bearing 221 serves as a support bearing, and a third bearing 222 is arranged in the middle of the input shaft 210.
  • the third bearing 222 serves as an auxiliary support bearing, which can well support the motor 202 and provide support for gear transmission, which is beneficial to the control of vibration and noise.
  • the second bearing 221 and the third bearing 222 may be ball bearings, and the first bearing 220 may be a needle roller bearing or a cylindrical roller bearing.
  • the second bearing 221 and the third bearing 222 can stably support the rotation of the input shaft 210 and the rotor assembly 236, while the addition of the first bearing 220 can stably support the rotation of the input gear 211.
  • the mid-mounted motor 100 also includes an electrical control component 223 and an angle sensor magnetic ring 224.
  • the angle sensor magnetic ring 224 is arranged on the gear reduction mechanism 203, rotates together with the rotor assembly 236, and electrically
  • the angle sensor on the control component 223 is used to detect the rotation speed and position of the motor 202 .
  • the electrical control component 223 is disposed around the circumference of the input shaft 210 and the crankshaft 102 for controlling the motor 202 .
  • the mid-mounted motor 100 also includes a transmission assembly.
  • the power output member 201 is connected to the crankshaft 102 through the transmission assembly.
  • the transmission assembly is arranged in the housing 101 .
  • the transmission assembly is arranged in the housing 101 .
  • One end of the crankshaft 102 is arranged on a side away from the drive sprocket 108 , and the transmission assembly is rotatable around the crankshaft 102 .
  • the transmission assembly includes a first one-way clutch 204, a cadence sensor 225 and a torque detection device 226.
  • the first one-way clutch 204 is arranged at one end of the transmission assembly and is connected to the crankshaft 102 in the housing 101; cadence
  • the pedaling sensor 225 is arranged at one end of the transmission assembly and is connected to the first one-way clutch 204 in the housing 101 for detecting the rotation speed and steering of the crankshaft 102; the torque detection device 226 is arranged at the other end of the transmission assembly.
  • the first one-way clutch 204 is connected to the housing 101 for detecting the torque generated on the crankshaft 102 .
  • the first one-way clutch 204 is arranged on the transmission assembly and is arranged on a side further away from the drive sprocket 108 than the torque detection device 226.
  • the drive sprocket 108 is located on the side where the power output member 201 is located.
  • the one-way clutch 204 transmits the rotational force of the crankshaft 102 in the first rotational direction (the direction in which the electric power-assisted bicycle is forwarded) to the drive sprocket 108 without transmitting the rotational force of the crankshaft 102 in the opposite direction to the first rotational direction.
  • Drive sprocket 108 The first one-way clutch 204 may be splined to the crankshaft 102 and the torque detection device 226 .
  • the cadence sensor 225 includes a detection component 227 and a target component 228.
  • the target component 228 is arranged on the first one-way clutch 204 and closer to the torque detection device 226 side.
  • the target component 228 is arranged in the axial direction of the crankshaft 102.
  • the detection component 227 is arranged on the torque detection device 226, which is arranged on the side of the target component 228, for detecting the rotation of the target component 228 speed and direction.
  • the torque detection device 226 includes a torque sensing sleeve 229 and a torque sensor 230.
  • the torque sensing sleeve 229 rotates together with the crankshaft 102.
  • the torque sensing sleeve 229 is provided with a strain gauge 231.
  • the strain gauge 231 can reflect the deformation of the torque sensing sleeve 229; the torque sensor 230 is arranged on the outer circumference of the torque sensing sleeve 229 to detect the torque on the torque sensing sleeve 229.
  • the torque detection device 226 also includes a shielding cover 232.
  • the shielding cover 232 is arranged on the outer circumference of the torque sensing sleeve 229 to shield the interference of external signals on the torque sensor 230 to ensure signal detection accuracy.
  • the first one-way clutch 204 includes a first inner ring, a first clutch assembly and a first outer ring, the first outer ring is fixedly connected to the crankshaft 102, and the first clutch assembly is located between the first inner ring and the first outer ring,
  • the torque sensing sleeve 229 connects the first inner ring and the power output member 201 , and the torque sensor 230 is fixed on the housing 101 .
  • the first one-way clutch 204 is placed at the front end of the power output route.
  • the torque sensor 230 includes a coil holder 233 which is arranged on the outer circumference of the torque sensing sleeve 229 .
  • the coil holder 233 is fixed to the housing 101 and is provided with an induction coil 237 .
  • the target component 228 is fixed on the first outer ring, and the detection component 227 is fixed on the coil fixing base 233 .
  • the coil holder 233, other components of the torque sensor 230 and the shielding cover 232 are fixed on the first housing 206 and can be in a stationary state.
  • a drive sprocket 108 is installed on one end of the power output member 201, and the power output member 201 and the drive sprocket 108 become part of the output assembly.
  • the output assembly is arranged at an end of the crankshaft 102 away from the transmission assembly and can rotate around the crankshaft 102 .
  • the power output member 201 is coaxially arranged with the crankshaft 102.
  • One end of the power output member 201 can be connected to the torque sensing sleeve 229 through splines, and the other end can be connected to the drive sprocket 108 through splines, on the side closer to the drive sprocket 108. It is supported on the housing 101 by bearings.
  • the crankshaft 102 penetrates the housing 101 and is arranged parallel to the motor 202.
  • the crankshaft 102 penetrates the transmission assembly and the power output member 201 .
  • the crankshaft 102 is connected to the transmission assembly through splines, and transmits human-driven power to the drive sprocket 108; its side away from the sprocket 108 is supported on the housing 101 through bearings.
  • fourth bearings 234 are arranged at both ends of the second one-way clutch 205 to support the output shaft 218 so that the output shaft 218 can rotate around the axis of the power output member 201 .
  • the fourth bearing 234 may be a needle roller bearing, a cylindrical roller bearing, or a ball bearing; in the embodiment shown in FIG. 7 , the fourth bearing 234 is a needle roller bearing, and the inner hole 602 of the output shaft 218 serves as the fourth bearing.
  • the outer raceway of the bearing 234 and the outer circumference of the power output member 201 serve as the inner raceway of the fourth bearing 234.
  • the rolling assembly 603 of the fourth bearing 234 is disposed between the output shaft 218 and the power output member 201, so that the fourth bearing 234 is not required.
  • the bearing 234 is provided with two separate inner and outer steel rings, which can reduce the overall size of the gear transmission assembly.
  • the second one-way clutch 205 can be a sprag-type one-way clutch or a roller-type one-way clutch; in the embodiments shown in FIGS. 6 and 7 , the second one-way clutch 205 is a sprag.
  • a one-way clutch can transmit the clockwise rotation force of the output shaft 218 to the power output member 201 as shown in the figure, but it cannot transmit the counterclockwise rotation force of the power output member 201 to the output shaft 218 as shown in the figure. This can avoid When the electric bicycle travels in the reverse direction, the output shaft 218 reversely drags the motor 202 through the gear reduction mechanism 203.
  • the second one-way clutch 205 is a sprag-type one-way clutch.
  • the second one-way clutch 205 includes a second inner ring, a second clutch assembly 601 and a second outer ring.
  • the component 201 is configured as a second inner ring, that is, an inner race.
  • the output shaft 218 is configured as a second outer ring, that is, an outer race.
  • the second clutch assembly 601 includes a cage, a wedge and other components. That is, compared with a general one-way clutch, the inner ring and outer ring are reduced, which can reduce the overall size of the gear transmission assembly.
  • the electric bicycle of the embodiment of the present application includes the mid-mounted motor 100 of all the above embodiments, and therefore also has all of its beneficial effects, which will not be described again here.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Structure Of Transmissions (AREA)

Abstract

一种中置电机（100），包括外壳（101）、曲柄轴（102）、动力输出件（201）、电机（202）、齿轮减速机构（203）、第一单向离合器（204）和第二单向离合器（205），外壳（101）用于固定连接于车架（103），曲柄轴（102）穿设于外壳（101），并且与外壳（101）转动连接，曲柄轴（102）用于连接脚踏曲柄（105），脚踏曲柄（105）连接脚踏板（106），第一单向离合器（204）设置在动力输出件（201）与曲柄轴（102）之间。还包括一种电动自行车。该中置电机和电动自行车可实现结构简单、体积小的技术效果。

Description

中置电机及电动自行车
相关申请的交叉引用
本申请基于申请号为：202210907717.9，申请日为2022年07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
本申请涉及电动自行车技术领域，特别涉及中置电机及电动自行车。
 背景技术
相关技术中，在助力电动自行车，如何做到体积小、功率大，将电助力核心部件完美融入到自行车框架内一直是设计研发的重点。而相关技术中，中置电机中的电机助力部分的单向离合器布置在齿轮传动组件上，这种布置加大了齿轮的整体大小，其结构及组装形式复杂。
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，能够减小齿轮传动组件的整体尺寸。
本申请还提出一种具有上述中置电机的电动自行车。
根据本申请的第一方面实施例的中置电机，包括：外壳、曲柄轴、动力输出件、电机、齿轮减速机构和第二单向离合器；所述曲柄轴转动连接于所述外壳；所述动力输出件通过传动组件连接于所述曲柄轴，所述传动组件包括第一单向离合器；所述电机安装于所述外壳内；所述齿轮减速机构连接于所述电机的输出端，所述齿轮减速机构包括输出轴和输出齿轮，所述输出齿轮设于所述输出轴，所述输出轴设有内孔，所述动力输出件穿设于所述内孔；所述第二单向离合器连接所述输出齿轮和所述动力输出件；其中，所述第二单向离合器包括第二内圈、第二离合组件和第二外圈，所述第二离合组件位于所述内孔内，部分所述动力输出件配置为所述第二内圈，部分所述输出轴配置为所述第二外圈。
根据本申请实施例的中置电机，至少具有如下有益效果：输出齿轮的整体尺寸是齿轮减速机构的所有齿轮中最大的，将第二单向离合器设置在输出轴的内孔中，可以合理的利用输出轴的内孔空间，不需要额外增大齿轮的尺寸，并且动力输出件和输出轴分别作为第二单向离合器的第二内圈和第二外圈使用，即相比于一般的单向离合器，减少了内圈和外圈，可以减小齿轮传动组件的整体尺寸。
根据本申请的一些实施例，所述第一单向离合器包括第一内圈、第一离合组件和第一外圈，所述第一外圈与所述曲柄轴固定连接，所述第一离合组件位于所述第一内圈和所述第一外圈之间，所述传动组件包括扭矩检测装置，所述扭矩检测装置包括力矩感应套和力矩传感器，所述力矩感应套连接所述第一内圈和所述动力输出件，所述力矩传感器固定于所述外壳。
根据本申请的一些实施例，所述扭矩检测装置包括屏蔽罩，所述屏蔽罩罩设于所述力矩传感器的外周。
根据本申请的一些实施例，所述力矩传感器包括线圈固定座，所述线圈固定座固定于所述外壳，且所述线圈固定座设有感应线圈。
根据本申请的一些实施例，所述中置电机包括踏频踏向传感器，踏频踏向传感器包括检测部件和目标部件，所述目标部件固定于所述第一外圈，所述检测部件固定于所述线圈固定座。
根据本申请的一些实施例，所述齿轮减速机构包括输入轴和输入齿轮，所述电机包括转子组件，所述输入齿轮和所述转子组件安装于所述输入轴。
根据本申请的一些实施例，所述输入轴上设置有第一轴承、第二轴承和第三轴承，所述输入齿轮位于所述第一轴承和所述第三轴承之间，所述转子组件位于所述第二轴承和所述第三轴承之间。
根据本申请的一些实施例，所述齿轮减速机构为二级减速齿轮组或三级减速齿轮组。
根据本申请的一些实施例，所述电机包括定子组件，所述定子组件包括绕组，所述绕组采用截面为非圆形的导线。
根据本申请的一些实施例，所述中置电机包括用于检测所述电机的转速的角度传感器，所述角度传感器布置于所述齿轮减速机构。
根据本申请的一些实施例，所述动力输出件设有第四轴承，所述第四轴承位于所述第二单向离合器的端侧，且用于支撑所述输出轴，所述第四轴承包括外滚道、滚动组件和内滚道，部分所述动力输出件配置为所述内滚道，部分所述输出轴配置为所述外滚道。
根据本申请的第二方面实施例的电动自行车，包括本申请的第一方面实施例的中置电机。
根据本申请实施例的电动自行车，至少具有如下有益效果：通过采用本申请的第一方面实施例的中置电机，可以合理的利用输出轴的内孔空间，不需要额外增大齿轮的尺寸，并且动力输出件和输出轴分别配置为第二单向离合器的第二内圈和第二外圈，即相比于一般的单向离合器，减少了内圈和外圈，可以减小齿轮传动组件的整体尺寸。
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
下面结合附图和实施例对本申请做进一步的说明，其中：
图1为本申请实施例的电动自行车的示意图；
图2为本申请实施例的中置电机的示意图；
图3为图2示出的中置电机的A-A剖视图；
图4为图3示出的齿轮减速机构和传动组件的示意图；
图5为图4示出的B-B剖视图；
图6为图4示出的C-C剖视图；
图7为图6示出的动力输出件、第二单向离合器和输出齿轮的***图。
附图标记：
100、中置电机；101、外壳；102、曲柄轴；103、车架；104、车轮；105、脚踏曲柄；106、脚踏板；107、链条；108、驱动链轮；
201、动力输出件；202、电机；203、齿轮减速机构；204、第一单向离合器；205、第二单向离合器；206、第一壳体；207、第二壳体；208、第一端盖；209、第二端盖；210、输入轴；211、输入齿轮；212、第一中间轴；213、一级从动齿轮；214、二级主动齿轮；215、第二中间轴；216、二级从动齿轮；217、三级主动齿轮；218、输出轴；219、输出齿轮；220、第一轴承；221、第二轴承；222、第三轴承；223、电气控制组件；224、角度传感器磁环；225、踏频踏向传感器；226、扭矩检测装置；227、检测部件；228、目标部件；229、力矩感应套；230、力矩传感器；231、应变片；232、屏蔽罩；233、线圈固定座；234、第四轴承；235、定子组件；236、转子组件；237、感应线圈；
601、第二离合组件；602、内孔；603、滚动组件。
具体实施方式
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，若干的含义是一个或者多个，多个的含义是两个以上，大于、小于、超过等理解为不包括本数，以上、以下、以内等理解为包括本数。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。
助力电动自行车，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***，能实现人力骑行和电机助动一体化的新型交通工具。
在助力电动自行车领域，电机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。参照图1所示，可以理解的是，电动自行车包括车架103、车轮104、脚踏曲柄105、脚踏板106、链条107、驱动链轮108和中置电机100，中置电机100与车架103连接，并通过链条107与后轮进行连接而传递动力，同时中置电机100的两侧安装有脚踏板106，在中置电机100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。
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。相关技术中，大多数中置电机中，电机助力部分的单向离合器布置在齿轮传动组件的中间齿轮上，这种布置加大了中间齿轮的整体大小，其结构及组装形式更为复杂。
下面参照图2至图7，说明本申请实施例的中置电机100及电动自行车如何解决上述问题。
参照图2和图3所示，可以理解的是，本申请实施例的中置电机100包括外壳101、曲柄轴102、动力输出件201、电机202、齿轮减速机构203、第一单向离合器204和第二单向离合器205，外壳101用于固定连接于车架103，以便于保证整个中置电机100的稳定性。
曲柄轴102穿设于外壳101，并且与外壳101转动连接，曲柄轴102用于连接脚踏曲柄105，脚踏曲柄105连接脚踏板106。第一单向离合器204设置在动力输出件201与曲柄轴102之间。骑行人员在脚踩脚踏板106时，通过脚踏曲柄105带动曲柄轴102转动，第一单向离合器204工作，人力通过第一单向离合器204传递到动力输出件201，进而将脚踏的动力传递至车轮104，最终带动车轮104转动。
电机202固定连接于外壳101，以便于电机202稳定地提供动力，达到助力的作用。齿轮减速机构203连接于电机202的输出端，第二单向离合器205设置在的输出端和动力输出件201之间。电机202的动力传递到齿轮减速机构203，第二单向离合器205工作，进而将电机202的动力传递至车轮104，最终带动车轮104转动。
另外，通过使用第一单向离合器204，在电机202输出动力，而骑行人员没有脚踏的情况下，消除了曲柄轴102对齿轮减速机构203造成磁阻或者机械阻力的现象，进而使得在骑行人员没有脚踏时保证不会增加对电机202额外的阻力。通过使用第二单向离合器205，在电机202停止运转时，消除了电机202及齿轮减速机构203对曲柄轴102造成磁阻或者机械阻力的现象，进而使得在电机202未进行助力时保证不会增加对骑行人员额外的阻力。
可以理解的是，曲柄轴102由人力带动正向转动，同时电机202未向动力输出件201提供助力时，曲柄轴102能够带动第一单向离合器204工作，人力通过第一单向离合器204传递到动力输出件201，此时第二单向离合器205空转，人力不影响齿轮减速机构203，实现由人力脚踏带动动力输出件201转动。另外，当骑行人员停止脚踏或者沿反向转动脚踏板106时，此时曲柄轴102相对第一单向离合器204沿反向转动，即此时曲柄轴102不向动力输出件201传递动力。另外，当电机202输出动力，而骑行人员没有进行脚踏时，此时电机202沿正向转动，并递到动力输出件201，此时第一单向离合器204空转，电机202不影响曲柄轴102。即，人力带动曲柄轴102正向转动时通过第一单向离合器204向动力输出件201提供动力，在当人力带动曲柄轴102沿反向转动或者没有相对转动时，曲柄轴102和第一单向离合器204相对转动，即曲柄轴102不向动力输出件201传递阻力。
可以理解的是，当电机202沿正向转动时能通过第二单向离合器205带动动力输出件201沿正向转动。另外，当曲柄轴102带动动力输出件201转动，并且同时电机202未向动力输出件201提供助力时，此时第二单向离合器205空转，即此时动力输出件201能相对第二单向离合器205转动，不影响曲柄轴102转动。当电机202相对于第二单向离合器205的转动方向为反向时，此时电机202也不向动力输出件201传递动力。即，电机202在相对第二单向离合器205沿正向转动时通过第二单向离合器205向动力输出件201提供助力，在当电机202相对于第二单向离合器205沿反向转动或者没有相对转动时，电机202和第二单向离合器205相对转动，即电机202不向动力输出件201传递阻力。
需要说明的是，当曲柄轴102沿正向转动和/或电机202沿正向转动并驱动动力输出件201时，此时电动自行车为前行状态。
参照图3所示，可以理解的是，外壳101包括第一壳体206、第二壳体207、第一端盖208以及第二端盖209。其中，外壳101的材料可以为铝合金，也可以为镁合金，也可以为镁铝合金。第一端盖208位于第一壳体206的左后方位，使得第一壳体206的左后部分和第一端盖208共同围设出容纳电机202的第一腔体，第二端盖209位于第二壳体207的左半部分，且位于第一壳体206与第二壳体207之间，第二端盖209和第二壳体207共同围设出容纳齿轮减速机构203的第二腔体，曲柄轴102贯穿第一壳体206与第二壳体207，第一单向离合器204位于曲柄轴102靠近第一壳体206的一端，第二单向离合器205位于曲柄轴102靠近第二壳体207的一端。第一端盖208与第一壳体206通过螺栓相互固定，第二端盖209与第二壳体207通过螺栓相互固定，第一壳体206与第二壳体207通过螺栓相互固定。第一壳体206与第二壳体207之间布置有密封件，通过密封件来相互密封。密封件为平面密封件，其材料为非金属材料。
可以理解的是，电机202为外定子内转子形式，包括定子组件235、转子组件236。定子组件235布置在第一壳体206内，转子组件236布置在定子组件235内圆周，转子组件236与齿轮减速机构203连接。定子组件235的绕线通常采用圆线绕组，圆线绕组的绕线槽满率较低，在定子组件235体积不变的条件下，中置电机100的功率密度和效率均较低，此类中置电机100应用在电动自行车中，加快消耗电池的续航能力，因而对电机202能效的提升有极大的需求。
可以理解的是，定子组件235包括绕组和定子铁芯，定子铁芯一般采用硅钢片裁切而成，将裁切出的硅钢片加工成卷绕式的定子铁芯，为了提高硅钢片的利用率，在裁切时需要提前设计拼料裁切方式，如果定子铁芯的齿部设置有齿靴，在切割定子铁芯时，必须要根据齿靴去设计拼料裁切方式，但是无论如何优化，在有齿靴的情况下，硅钢片的材料利用率最多也只能达70%，很难进一步提升。本申请实施例的定子铁芯采用无齿靴的齿部，优化拼料裁切方式，进而提高硅钢片的材料利用率。
可以理解的是，齿部设置为直齿状，绕组无须在齿部上绕线，可以在外部利用工装完成绕线，操作空间大，能够有效提高绕线槽满率。此外，绕组采用非圆形截面的铝导线，比如正方形截面的铝导线，而齿部采用直齿形结构，比如齿部的截面同样为正方形，绕组的铝导线匹配齿部的形状，铝导线紧密贴合在齿部的外壁，使得铝导线的排布更为紧密，因而提高了定子组件235的绕线槽满率。所以电机202采用扁线工艺，在定子组件235的体积不变的情况下，提升了中置电机100的功率密度和效率，中置电机100应用于电动车，有助于提升电动车的续航能力。
参照图3所示，可以理解的是，齿轮减速机构203为平行轴式减速齿轮组，其在外壳101内与曲柄轴102平行布置，根据不同速比要求，可为二级减速齿轮组，也可为三级减速齿轮组。
参照图3所示，可以理解的是，齿轮减速机构203为三级减速齿轮组，三级减速齿轮组包括输入轴210、输入齿轮211、第一中间轴212、一级从动齿轮213、二级主动齿轮214、第二中间轴215、二级从动齿轮216、三级主动齿轮217、输出轴218、输出齿轮219和多组轴承组。输入轴210与转子组件236一起旋转，并相对于曲柄轴102的轴线平行布置，输入齿轮211被布置在输入轴210上。第一中间轴212相对于曲柄轴102的轴线平行布置，一级从动齿轮213被布置在第一中间轴212上，与输入齿轮211啮合，并具有比输入齿轮211更多的齿数，二级主动齿轮214被布置在第一中间轴212上。第二中间轴215相对于曲柄轴102的轴线平行布置，二级从动齿轮216被布置在第二中间轴215上，与二级主动齿轮214啮合，并具有比二级主动齿轮214更多的齿数，三级主动齿轮217被布置在第二中间轴215上。输出轴218与动力输出件201同轴旋转，输出齿轮219被布置在输出轴218，与三级主动齿轮217啮合，并具有比三级主动齿轮217更多的齿数。多组轴承组将输入轴210、第一中间轴212、第二中间轴215、输出轴218能够绕其轴心旋转的方式支撑。
可以理解的是，齿轮减速机构203的材料可全为钢。一级从动齿轮213和二级从动齿轮216也可为钢和塑胶材料组合件，可采用包塑结构，也可采用嵌套结构。
可以理解的是，输入齿轮211与输入轴210可为一体式结构，第一中间轴212与二级主动齿轮214可为一体式结构，一级从动齿轮213可通过花键或过盈配合的方式固定在第一中间轴212上，第二中间轴215与三级主动齿轮217可为一体式结构，二级从动齿轮216可通过花键或过盈配合的方式固定在第二中间轴215上，输出齿轮219与输出轴218可为一体式结构。输入轴210与转子组件236可通过花键或过盈配合的方式连接在一起。
可以理解的是，当齿轮减速机构203为二级减速齿轮组，二级减速齿轮组包括输入轴210、输入齿轮211、第一中间轴212、一级从动齿轮213、二级主动齿轮214、输出轴218、输出齿轮219和多组轴承组。
可以理解的是，输出齿轮219的整体尺寸均大于一级从动齿轮213和二级从动齿轮216，因此，输出轴218的内孔602直径也能够制造得比第一中间轴212、第二中间轴215的轴孔直径大，第二单向离合器205布置在输出轴218的内孔602内，可以有效的利用输出轴218的内孔602空间，同时可以减小一级从动齿轮213和二级从动齿轮216的整体尺寸，进而可以减小齿轮传动组件的整体尺寸。
参照图3所示，可以理解的是，多组轴承组包括第一轴承220、第二轴承221和第三轴承222，第一轴承220被固定于第二壳体207，且在输入轴210的轴向上，第一轴承220被布置与电机202在不同侧，即第一轴承220被布置在输入轴210的前侧。第二轴承221被固定于输入轴210，且在输入轴210的轴向上，第二轴承221被布置与电机202在相同侧，即第二轴承221被布置在输入轴210的后侧。第三轴承222被固定于输入轴210，且在输入轴210的轴向上，第三轴承222被布置在第一轴承220和第二轴承221之间。相关技术中，电机202输出所在轴一般在两端布置有两个支撑轴承，电机202输出所在轴中间部位无辅助支撑，这样电机202输出所在轴会承受较大弯矩，不利于振动噪声的控制。而本申请实施例的电机202输出所在轴上布置有两个支撑轴承和一个辅助支撑轴承，即输入轴210的两端分别布置有第一轴承220、第二轴承221，第一轴承220、第二轴承221作为支撑轴承，输入轴210的中部布置有第三轴承222，第三轴承222作为辅助支撑轴承，可以很好的支撑电机202，并为齿轮传动提供支撑，利于振动噪声的控制。
第二轴承221和第三轴承222可为球轴承，第一轴承220可为滚针轴承，也可为圆柱滚子轴承。第二轴承221和第三轴承222可以稳定地支撑输入轴210和转子组件236的旋转，同时增加第一轴承220可以稳定地支撑输入齿轮211的旋转。
参照图3所示，可以理解的是，中置电机100还包括电气控制组件223和角度传感器磁环224，角度传感器磁环224布置在齿轮减速机构203上，与转子组件236一起旋转，与电气控制组件223上的角度传感器匹配用于检测电机202转速及位置。电气控制组件223被配置于输入轴210与曲柄轴102的圆周，用于对电机202进行控制。
参照图3至图5所示，可以理解的是，中置电机100还包括传动组件，动力输出件201通过传动组件连接于曲柄轴102，传动组件被布置在外壳101内，传动组件被布置在曲柄轴102的一端，并被布置在远离驱动链轮108的一侧，传动组件可绕曲柄轴102旋转。其中，传动组件包括第一单向离合器204、踏频踏向传感器225和扭矩检测装置226，第一单向离合器204被布置在传动组件的一端，在外壳101内与曲柄轴102连接；踏频踏向传感器225被布置在传动组件的一端，在外壳101内与第一单向离合器204连接，用于检测曲柄轴102的转速及转向；扭矩检测装置226被布置在传动组件的另一端，其在外壳101内与第一单向离合器204连接，用于检测曲柄轴102上产生的扭矩。
具体地，第一单向离合器204被布置在传动组件上，被布置在比扭矩检测装置226更远离驱动链轮108的一侧，驱动链轮108位于动力输出件201所在的一侧，第一单向离合器204将曲柄轴102朝第一旋转方向（使电动助力自行车前进的方向）的旋转力传递到驱动链轮108，而不将曲柄轴102朝第一旋转方向相反方向的旋转力传递到驱动链轮108。第一单向离合器204可通过花键与曲柄轴102和扭矩检测装置226连接。
踏频踏向传感器225包括检测部件227和目标部件228，目标部件228被布置在第一单向离合器204上且更靠近于扭矩检测装置226一侧，目标部件228布置在曲柄轴102的轴向上与扭矩检测装置226的不同位置，目标部件228能够与曲柄轴102一起旋转；检测部件227被布置在扭矩检测装置226上，其被布置在目标部件228的侧面，用于检测目标部件228旋转的转速和方向。
扭矩检测装置226包括力矩感应套229和力矩传感器230，力矩感应套229与曲柄轴102一起旋转，力矩感应套229上设有应变片231，应变片231可反应力矩感应套229的形变；力矩传感器230被布置在力矩感应套229外圆周，检测力矩感应套229上的扭矩。扭矩检测装置226还包括屏蔽罩232，屏蔽罩232被布置在力矩感应套229外圆周上，用于屏蔽外部信号对力矩传感器230的干扰，保证信号检测精度。
第一单向离合器204包括第一内圈、第一离合组件和第一外圈，第一外圈与曲柄轴102固定连接，第一离合组件位于第一内圈和第一外圈之间，力矩感应套229连接第一内圈和动力输出件201，力矩传感器230固定于外壳101。第一单向离合器204放在动力输出路线前端，在曲柄轴102反转时不需要带动很多零部件一起旋转，惯量小。即在曲柄轴102反转时只有第一外圈跟随曲柄轴102一起转动，而第一内圈和力矩感应套229可以处于静止状态。
力矩传感器230包括线圈固定座233，线圈固定座233被布置在力矩感应套229的外圆周，线圈固定座233固定于外壳101，且线圈固定座233设有感应线圈237。目标部件228固定于第一外圈，检测部件227固定于线圈固定座233。线圈固定座233与力矩传感器230的其他部件及屏蔽罩232被固定于第一壳体206上，可以处于静止状态。
动力输出件201的一端安装驱动链轮108，动力输出件201和驱动链轮108成为输出组件的一部分。输出组件被布置在曲柄轴102的远离传动组件的一端，并可绕曲柄轴102旋转。动力输出件201与曲柄轴102同轴布置，其一端可通过花键与力矩感应套229连接，另一端可通过花键与驱动链轮108连接，在其更靠近于驱动链轮108的一侧通过轴承支撑在外壳101上。
曲柄轴102贯穿外壳101，曲柄轴102与电机202平行布置。曲柄轴102贯穿传动组件及动力输出件201。曲柄轴102与传动组件通过花键连接，传递人力驱动的动力至驱动链轮108；在其远离链轮108侧通过轴承支撑在外壳101上。
参照图3所示，可以理解的是，第二单向离合器205的两端布置有第四轴承234，可支撑输出轴218，使输出轴218可绕动力输出件201的轴心旋转。第四轴承234可为滚针轴承，可为圆柱滚子轴承，也可为滚珠轴承；图7示出的实施例中第四轴承234为滚针轴承，输出轴218的内孔602作为第四轴承234的外滚道，动力输出件201的外圆周作为第四轴承234的内滚道，输出轴218和动力输出件201之间设置第四轴承234的滚动组件603，从而可以不需要第四轴承234单独设置内外两个钢圈，可以减小齿轮传动组件的整体尺寸。
可以理解的是，第二单向离合器205可为楔块式单向离合器，也可为滚柱式单向离合器；图6和图7示出的实施例中第二单向离合器205为楔块式单向离合器，其能将输出轴218沿图示顺时针的旋转力传递到动力输出件201，其不能将动力输出件201沿图示逆时针的旋转力传递到输出轴218，这样可以避免电动自行车反向行驶时由输出轴218经齿轮减速机构203反拖电机202。
参照图7所示，可以理解的是，第二单向离合器205为楔块式单向离合器，第二单向离合器205包括第二内圈、第二离合组件601和第二外圈，动力输出件201配置为第二内圈，即内座圈，输出轴218配置为第二外圈，即外座圈，第二离合组件601包括保持架、楔块等部件。即相比于一般的单向离合器，减少了内圈和外圈，可以减小齿轮传动组件的整体尺寸。
本申请实施例的电动自行车包括上述所有实施例的中置电机100，因此也具有其所有的有益效果，在此不再赘述。
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：
    外壳；
    曲柄轴，转动连接于所述外壳；
    动力输出件，通过传动组件连接于所述曲柄轴，所述传动组件包括第一单向离合器；
    电机，安装于所述外壳内；
    齿轮减速机构，连接于所述电机的输出端，所述齿轮减速机构包括输出轴和输出齿轮，所述输出齿轮设于所述输出轴，所述输出轴设有内孔，所述动力输出件穿设于所述内孔；
    第二单向离合器，连接所述输出轴和所述动力输出件；
    其中，所述第二单向离合器包括第二内圈、第二离合组件和第二外圈，所述第二离合组件位于所述内孔内，部分所述动力输出件配置为所述第二内圈，部分所述输出轴配置为所述第二外圈。
  2. 根据权利要求1所述的中置电机，其中，所述第一单向离合器包括第一内圈、第一离合组件和第一外圈，所述第一外圈与所述曲柄轴固定连接，所述第一离合组件位于所述第一内圈和所述第一外圈之间，所述传动组件包括扭矩检测装置，所述扭矩检测装置包括力矩感应套和力矩传感器，所述力矩感应套连接所述第一内圈和所述动力输出件，所述力矩传感器固定于所述外壳。
  3. 根据权利要求2所述的中置电机，其中，所述扭矩检测装置包括屏蔽罩，所述屏蔽罩罩设于所述力矩传感器的外周。
  4. 根据权利要求2或3所述的中置电机，其中，所述力矩传感器包括线圈固定座，所述线圈固定座固定于所述外壳，且所述线圈固定座设有感应线圈。
  5. 根据权利要求4所述的中置电机，其中，所述中置电机包括踏频踏向传感器，踏频踏向传感器包括检测部件和目标部件，所述目标部件固定于所述第一外圈，所述检测部件固定于所述线圈固定座。
  6. 根据权利要求1至5中任一项所述的中置电机，其中，所述齿轮减速机构包括输入轴和输入齿轮，所述电机包括转子组件，所述输入齿轮和所述转子组件安装于所述输入轴。
  7. 根据权利要求6所述的中置电机，其中，所述输入轴上设置有第一轴承、第二轴承和第三轴承，所述输入齿轮位于所述第一轴承和所述第三轴承之间，所述转子组件位于所述第二轴承和所述第三轴承之间。
  8. 根据权利要求1至7中任一项所述的中置电机，其中，所述齿轮减速机构为二级减速齿轮组或三级减速齿轮组。
  9. 根据权利要求1至8中任一项所述的中置电机，其中，所述电机包括定子组件，所述定子组件包括绕组，所述绕组采用截面为非圆形的导线。
  10. 根据权利要求1至9中任一项所述的中置电机，其中，所述中置电机包括用于检测所述电机的转速的角度传感器，所述角度传感器布置于所述齿轮减速机构。
  11. 根据权利要求1至10中任一项所述的中置电机，其中，所述动力输出件设有第四轴承，所述第四轴承位于所述第二单向离合器的端侧，且用于支撑所述输出轴，所述第四轴承包括外滚道、滚动组件和内滚道，部分所述动力输出件配置为所述内滚道，部分所述输出轴配置为所述外滚道。
  12. 电动自行车，其中，包括权利要求1至11中任一项所述的中置电机。
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