602results about "Wheel based transmission" patented technology

A motorcycle that inhibits damage to a transmission and a clutch. The motorcycle includes: a drive motor; a transmission; a clutch that connects or disconnects power transmission between the transmission and the drive motor; a mechanical oil pump that is driven by the drive motor to supply a coolant to the drive motor and the transmission; and a control portion that drives the drive motor to supply the coolant to the drive motor and the transmission if an accelerator operation is not detected and a neutral state is detected, or if an accelerator operation is not detected and a disconnected state of the clutch is detected.

The invention relates to a propulsion system (1) for a pedal vehicle. The propulsion system (1) comprises a power unit (1) allowing the power originating from a bottom-bracket axle (2) to be combined with the power from two motors (40, 50), a first deformable transmission element (23) allowing the transmission of power to the rear wheel (73) and a casing assembly (19) enclosing particularly the first deformable transmission element (23) and the power unit (1), with the exception of part of the bottom-bracket axle (2).

The invention relates to a drive device (2) for a bicycle (1), comprising a pedal crank shaft (19), a first electric machine (18), a first partial transmission (6), a second electric machine (49), and a second partial transmission (7), wherein a first transmission element of the first partial transmission (6) is operatively connected to the first electric machine (18), wherein a second transmission element of the first partial transmission (6) is operatively connected to a second transmission element of the second partial transmission (7), wherein a third transmission element of the first partial transmission (6) is operatively connected to an output gear (8), wherein a first transmission element of the second partial transmission (7) is operatively connected to the second electric machine (49), and wherein a third transmission element of the second partial transmission (7) is fixed to a housing (3), and wherein a freewheel (14) is arranged between the pedal crank shaft (19) and the second transmission element of the first partial transmission (6).Furthermore, the invention relates to a bicycle (1) with such a drive device (2).

A human-electric hybrid powertrain with a continuously variable transmission achieved with the use of a bevel planetary gearset. Two electric motors are utilized to produce a hybrid powertrain with either a driveshaft, chain, or belt driveline. The electric motors combine to produce an infinitely variable range of gear ratios and power assistance to the operator.

A stator ring-internal gear assembly for a transmission device comprising a planetary gear of a wheel hub drive for a vehicle, the assembly may include a stator ring of an electrically operable electric motor device of the wheel hub drive for providing a motor torque and an internal gear of the transmission device for translating the provided motor torque into a net torque. The stator ring and the internal gear may be directly fixed to one another by positive connection in a non-rotatable and tension-resistant manner. The stator ring and the internal gear may form a mono-lithic unit.

The invention relates to a drive device (2) for a bicycle (1), comprising a pedal crank shaft (19), a first electric machine (18), a first partial transmission (6), a second electric machine (49), and a second partial transmission (7), wherein a first transmission element of the first partial transmission (6) is operatively connected to the first electric machine (18), wherein a second transmission element of the first partial transmission (6) is operatively connected to a second transmission element of the second partial transmission (7), wherein a third transmission element of the first partial transmission (6) is operatively connected to an output gear (8), wherein a first transmission element of the second partial transmission (7) is operatively connected to the second electric machine (49), and wherein a third transmission element of the second partial transmission (7) is fixed to a housing (3), and wherein a freewheel (14) is arranged between the pedal crank shaft (19) and the second transmission element of the first partial transmission (6).Furthermore, the invention relates to a bicycle (1) with such a drive device (2).

A motorcycle (1000) comprises an engine (100), a frame (200), a walking system (300) and a suspension system (400), the engine (100) comprises a crankshaft (21), a balance shaft (22), an output gear (23), a balance gear (24), a main shaft (31), an auxiliary shaft (32), multiple sets of variable-speed driving gears (33) and multiple sets of variable-speed driven gears (34), and the output gear (23) is in meshing transmission with the balance gear (24) so as to drive the balance shaft (22) to rotate; a first plane (101) is determined by the axis of the main shaft (31) and the axis of the crankshaft (21), a second plane (102) is determined by the axis of the main shaft (31) and the axis of the auxiliary shaft (21), and an included angle theta of 0 degree lt is formed between the first plane (101) and the second plane (102); theta < lt >; and 180 degrees.

The present invention provides a control device for human-powered vehicles that can suppress abnormal noises, and components for human-powered vehicles. [Solution] The control device for a human-powered vehicle includes a motor, a first gear to which torque is transmitted from the motor, and a second gear that meshes with the first gear, and comprises a control unit configured to control the motor, wherein the control unit is configured to control the motor in a first control state in which, when a predetermined first condition is met, a first torque is transmitted to the first gear to suppress abnormal noise caused by backlash between the first gear and the second gear.

An electric drive unit (50) is mechanically connected to the input element (62) of a reduction gear (60) for applying a drive force. An output element (40) is mechanically connected to an output element (62) of the reduction gear (60) via a freewheel (20) for outputting a torque. The freewheel (20) has at least one pivotable clamping element (21) with a clamping surface (22) whose curvature is adapted to the curvature of an inner circumferential surface (24) of an outer ring (26) of the freewheel (20). The clamping surface (22) restricts the pivoting of the clamping element (21) to a locked position in which the clamping surface (22) is aligned along the inner circumferential surface (24). The clamping element (21) is designed to transmit a locking torque when the clamping element (21) is pivoted into the locking position, and to slip when the output torque to be transmitted is greater than the locking torque.

A torque transmission device for a drive unit of a bicycle includes a shaft having an opening extending through the shaft. The torque transmission device includes a lever having a seat, a foot, and a tooth. The lever is movably attached to the shaft, such that the seat of the lever is rotatable on a surface of the shaft at least partially defining the opening. The tooth of the lever is engageable with internal teeth of a gear disposable about the shaft, and the foot of the lever is engageable with a cam disposable within the shaft. The lever is movably attached to the shaft, such that the foot of the lever is biased away from the outer circumferential surface of the shaft. A distance between the seat and the foot is greater than a distance between the tooth and the seat.

The present invention allows a user to ride a bicycle while lying with his / her face down, thereby lowering the center of weight and improving the driving stability, increasing the velocity by reducing the air resistance during driving, and increasing the generation of thrust by easily transferring the force of the user to pedals, and comprises: a frame provided with a front wheel and a rear wheel such that the user can ride while lying with his / her face down; and an acceleration means installed on the rear wheel and generating power and acceleration according to pedaling.

The disclosure relates to a bicycle transmission comprising an axle, such as a wheel axle or a countershaft in a crank transmission, configured to be non-rotatably fixed to a frame of the bicycle; at least one sun gear rotatably mounted about the axle; at least one clutch mechanism for selectively preventing rotation of the at least one sun gear in at least one direction of rotation about the axle; and a camshaft mounted inside the axle to actuate the at least one clutch mechanism.

The disclosure relates to a hub assembly for a driven wheel of a bicycle, comprising a hub shell for connection to a rim of the driven wheel, and an exchangeable drive assembly for being exchangeably couplable to the hub shell. The exchangeable drive assembly comprises an axle; a substantially cylindrical driver body rotatable about the axle and configured for carrying a cassette of sprockets; and an inner hub body rotatable axially adjacent the driver body about the axle and comprising a splined first coupling interface configured for providing a direct-drive coupling between the inner hub body and the hub shell and a second coupling interface configured for providing a direct-drive coupling between the inner hub body and the driver body.

The invention relates to a drive device (2) for a bicycle (1), comprising a housing (3) in which a drive arrangement (6) with a crankshaft (4) adjustable in its stroke and with several individual cranks (5), a driven arrangement (7) with an output shaft (9) operatively connected to a driven gear (8), and a crank-driven CVT transmission (10) operatively connecting the crankshaft (4) and the output shaft (9), with an adjusting device (11) for setting an eccentricity of eccentrics (12) of the crank-driven CVT transmission (10) operatively connected to the individual cranks (5), are arranged. The invention further relates to a bicycle (1) with such a drive device (2).

The utility model relates to the technical field of transmissions, in particular to a sequential gear shifting device and a sequential transmission, which comprises a shaft sleeve and a gear shifting mandrel, the gear shifting mandrel is rotatably arranged in the shaft sleeve, and a reverse gear driving part and a plurality of forward gear driving parts are axially arranged on the side wall of the gear shifting mandrel. Pawls matched with the reverse gear driving part and the forward gear driving parts respectively are rotationally arranged on the shaft sleeve, a protruding part is arranged at the head end of each pawl, an elastic piece is arranged below each protruding part, and the tail end of each pawl can slide on the outer wall of the gear shifting mandrel under the gear shifting mandrel and can be switched between the two states of entering the corresponding gear driving parts; according to the transmission, gear shifting can be achieved without a clutch system, and the conditions of power loss and stall are avoided; in the gear shifting process, a gear is always in the engaged state; the reverse gear can be engaged without stopping the vehicle stably, and a steep slope slow descending function is achieved; the transmission has a manual-automatic integrated speed change function.

The invention relates to a Gear Change Device (20) for a mobility device (1) comprising: a selection shaft (40) in which are disposed a shuttle (41) and a worm gear (21), the shuttle 41 comprising a cylindrical body (26) having, at its periphery, longitudinal channels (27) extending over its entire length and, at the center, a transverse channel (29) into which are inserted two transverse fins (35) of a tab (25) intended to retain a thrust means (33), a gear change actuator (70) arranged to move the shuttle (41) along the worm gear (21) between at least two positions, and to engage a selected ratio, at least two pawls (42) disposed at the level of the selection shaft (40).Each pawl (42) is associated with a lifting device (43) which is associated with the thrust means (33) allowing the pawl to be lifted via the shuttle (41), and the selected gear to be engaged via input and output gears. The shuttle (41) includes means (281, 282) for retaining the transverse fins (35) in the transverse channel (29). Figure to be published with the abbreviation: 9.

A method for attenuating interference in the measurement of an angle of sideways tilt of a motorized two-wheeled vehicle including an electronic control unit configured to compute an angle of sideways tilt of the vehicle from the measurements of a tilt sensor. The method includes: reception of the value of the speed of the vehicle measured by the speed-measuring module; reception of the number of revolutions per minute of the engine; computation of the ratio between the received speed value and the received number of revolutions per minute; comparison of the ratio between the received speed value and the number of revolutions per minute with an attenuation interval; if the ratio is outside the attenuation interval, computation of the tilt angle without attenuation; if the ratio is within the attenuation interval, computation of the tilt angle with attenuation.

A drive system for an electric bicycle is disclosed, which includes: a motor (200) providing a rotational force to a driving wheel; a battery (300) supplying power to the motor (200); and an alternator (400) providing a pedal reaction force to a driver, and converting kinetic energy of a pedal into electric energy, and supplying the electric energy to at least any one of the motor (200) and the battery (300), wherein the alternator (400) includes a housing (410), a crank shaft (420) installed to penetrate the housing (410), and having the petal installed therein, a gear unit (430) installed inside the housing (410), and speed-increasing or speed-decreasing the rotational force of the pedal, an alternation unit (440) installed inside the housing (410), and receiving the rotational force of the pedal speed-increased or speed-decreased by the gear unit (430), and generating the electric energy, an elastic member (460) installed between the housing (410) and the gear unit (430), and elastically supporting the housing (410) and the gear unit (430), and a frictional member (450) which is installed in the housing (410) to maintain a predetermined gap from the gear unit (430), and in which some components of the gear unit (430) contact by moving in an axial direction when a pedal effort larger than a limited reaction force which is a peak value of the pedal reaction force provided by the alternator (400) is input.

A bicycle hub assembly comprises a hub axle, a hub shell, and a sprocket support link. The sprocket support link includes a tubular section and a first tooth. The tubular section includes an outer peripheral surface and a mounting section, which is provided only radially inside the outer peripheral surface. The first tooth is designed to be attached to the mounting section of the tubular section. The first tooth comprises a first surface and a second surface. The first surface is designed to face a mounting section of a bicycle sprocket in one circumferential direction of the sprocket support link. The second surface is opposite the first surface in the circumferential direction. The second surface is designed to face the mounting section of the bicycle sprocket in the circumferential direction.

A drive system and remote control for a light electric vehicle. The drive system includes a power unit, a main gearing connected to the power unit and a remote control connect to the power unit. The power unit includes an assist motor arranged to provide torque output to a torsion shaft of the light electric vehicle, and a control motor arranged to adjust transmission ration of the main gearing. The remote control further includes an operating switch arranged to switch the remote control between a first and a second operating state for controlling the assist motor and control motor, respectively.

The invention provides a driving device and a vehicle including the same. The drive device is provided with a first torque transmission path and a second torque transmission path, so that torque can be transmitted from a drive source to a drive object through the first torque transmission path or the second torque transmission path alternatively, and when the sun gear is driven by the drive source to rotate in the circumferential direction, the sun gear is driven by the drive source to rotate in the circumferential direction. The first clutch unit is engaged and the second clutch unit is disengaged, so that the torque is transmitted to the driving object through the first torque transmission path, and the driving object rotates towards the other side in the circumferential direction; when the sun gear is driven by the driving source to rotate towards the other side in the circumferential direction, the first clutch unit is separated, the second clutch unit is connected, torque is transmitted to the driving object through the second torque transmission path, and the driving object rotates towards the other side in the circumferential direction. When the driving object rotates to one side in the circumferential direction, the second clutch unit is separated. Therefore, the vehicle can be backed by hand pushing.

The invention relates to a gearshift arrangement (6) for a bicycle, in particular a bicycle with an auxiliary motor. The gearshift arrangement (6) is specifically designed for a hub gear. The gearshift arrangement has a hollow main transmission shaft (12) on which a driver (26) is rotatably mounted. At least one planetary gear (29a) is provided, which has at least one gear component (27, 29) rotatably mounted on the main transmission shaft in the form of a planet carrier (27) or a sun gear (29). A clutch (30, 31) has a clutch element (30a, 31a) that is axially displaceable between an engaged and a disengaged switching state. In the engaged switching state, the gear component is rotationally fixed to the main transmission shaft and is freely rotatable relative to the transmission shaft in the disengaged switching state. An actuating element (13) is rotatably mounted in the main transmission shaft.A cam control (45a) connects the actuating element to the axially displaceable coupling element and converts a rotational movement of the actuating element into an axial displacement of the axially displaceable coupling element. The cam control has at least two switching fingers (22) spaced apart from each other in the direction of rotation of the actuating element. The coupling (30, 31) has an axially acting spring (41) that acts on the axially displaceable coupling element (30a, 31a) and moves the axially displaceable coupling element towards the axially stationary coupling element (30b, 31b) of the coupling.

A muscle-powered vehicle comprises a motor, a first gear to which torque is transmitted by the motor, and a second gear that meshes with the first gear. A control device for the muscle-powered vehicle includes a control unit configured to control the motor. In a case where a predetermined first condition is met, the control unit is configured to control the motor in a first control state in which a first torque is transmitted to the first gear to reduce noise caused by backlash between the first and second gears.

The utility model relates to a wheel hub driving structure, which is characterized in that a motor set, a gear set, an external rotation input set and a wheel shell are arranged on a wheel hub shaft, an inner cover body of the motor set can be fixedly arranged on the wheel hub shaft by utilizing a shaft tube arm, so that when a motor is electrified to actuate a rotor to drive the wheel shell, stable propping force can be obtained, and the wheel shell can be prevented from being damaged. The starting driving force of the hub is effectively improved, unnecessary dynamic loss is further reduced, meanwhile, the rotor of the motor set and the gear set can be coaxially arranged on the output shaft sleeve of the motor set, the concentricity of the gear set can be effectively ensured, the operation stability of the gear set is improved, and the shaking noise phenomenon can be reduced.

The application provides an electric all-terrain vehicle, which comprises a frame, a driving assembly and a transmission assembly, the transmission assembly comprising a front drive axle, a rear drive axle and a transmission shaft, the driving assembly being drivingly connected to the front drive axle through the transmission shaft; the driving assembly comprising a driving motor and a speed reducer, the speed reducer being drivingly connected to the driving motor and the rear drive axle, the speed reducer further transmitting driving force to the front drive axle through the transmission shaft, a longitudinal plane being defined which is perpendicular to the width direction and passes through the width center, the driving motor being arranged on one side of the longitudinal plane, the minimum distance between the driving motor and the longitudinal plane being greater than or equal to 70 mm and less than or equal to 140 mm. By arranging the driving motor in the driving assembly on the left side of the longitudinal plane, the front and rear differentials connected to the driving motor are arranged on the right side of the longitudinal plane, sufficient space is provided for the arrangement of the speed reducer and other components, and the compactness and rationality of the electric all-terrain vehicle layout are enhanced.

The invention relates to a drive device (2) for a bicycle (1), comprising a pedal crank shaft (19), a first electric machine (18), a first partial transmission (6), a second electric machine (49), and a second partial transmission (7), wherein a first transmission element of the first partial transmission (6) is operatively connected to the first electric machine (18), wherein a second transmission element of the first partial transmission (6) is operatively connected to a second transmission element of the second partial transmission (7), wherein a third transmission element of the first partial transmission (6) is operatively connected to an output gear (8), wherein a first transmission element of the second partial transmission (7) is operatively connected to the second electric machine (49), and wherein a third transmission element of the second partial transmission (7) is fixed to a housing (3), and wherein a freewheel (14) is arranged between the pedal crank shaft (19) and the second transmission element of the first partial transmission (6).Furthermore, the invention relates to a bicycle (1) with such a drive device (2).

The invention relates to a driving device for an electric bicycle and an assembly for a driving device for an electric bicycle. In at least one embodiment, the drive device (100) comprises a planetary gearbox (2) having a planet carrier (20) which is mounted rotatably about an axis of rotation (A) by means of a radial bearing (4) and an axial bearing (5).

The utility model relates to a hub motor concentric shaft gear reduction transmission system of a motor A ADV electric motorcycle, which aims to solve the problems of large power output noise, insufficient power and complex structure of the existing electric motorcycle, and comprises a motor assembly, a tubular transmission shaft and a gear box. A motor main shaft is a long shaft body, a transmission shaft is installed on the outer side of the motor main shaft through a plurality of bearings, coaxial arrangement is guaranteed, and an adapter disc used for installing a hub is fixed to the transmission shaft. The gear box is located between the adapter disc and the motor assembly, a reduction gear assembly comprising a first-stage reduction gear, a second-stage reduction gear (a large gear and a small gear) and a third-stage reduction gear is arranged in the gear box, and efficient power transmission is achieved. In addition, the system is further provided with a damping device and a brake assembly, and the driving stability and safety are improved; according to the design, compact space layout is achieved, the structural strength is enhanced, the power loading capacity is improved, and the electric motorcycle is suitable for electric motorcycles and other types of electric vehicles and has wide application prospects and popularization value.

The invention discloses an integrated power assembly of an electric motorcycle, and belongs to the technical field of motorcycle power system integration, the integrated power assembly comprises a shell, shock absorbers are symmetrically mounted on the shell, a rotating shaft is rotatably mounted on the shell, a tire is arranged on the rotating shaft through a hub, a battery is fixedly mounted in the shell, and the battery is connected with the shock absorbers. A smoke exhaust pipe is arranged on one side of the shell, a driving mechanism capable of driving tires to rotate is assembled on the shell, and a heat dissipation mechanism capable of dissipating heat in the shell is further assembled on the shell. The battery, the motor and the electric controller are electrically connected in the shell, so that wire harnesses are reduced, and the overall light weight is realized; the motor is a side-hung motor and is directly transmitted to the rear wheel through a gear, a chain or a crawler belt is omitted, the transmission efficiency can be improved, and the failure rate can be reduced.