Interior permanent magnet motor and electric vehicle

Abstract

The application discloses a middle-placed motor and an electric vehicle, and relates to the technical field of motors, and specifically discloses a middle-placed motor which comprises a shell assembly, a crank transmission mechanism, a motor and a gear transmission mechanism. The first installation cavity, the second installation cavity and the third installation cavity are arranged in the shell assembly. The crank transmission mechanism is installed into the first installation cavity at one end of the shell assembly. The motor and the gear transmission mechanism are respectively installed into the second installation cavity and the third installation cavity at two sides of the shell assembly. The installation of the whole middle-placed motor is completed. The crank transmission mechanism, the motor and the gear transmission mechanism are reasonably arranged in the shell assembly, the internal structure of the middle-placed motor is simplified, the installation process of the middle-placed motor is simple and fast, and the time cost and the labor cost consumed in the assembly process are greatly reduced.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle manufacturing technology, and in particular to a mid-drive motor and an electric vehicle. Background Technology

[0002] With the development of modern society, more and more people are choosing green travel. Electric bicycles occupy a large share of the green travel market. In the field of electric bicycles, the mid-drive motor is a key component of electric bicycles and electric-assisted bicycles, which directly affects the riding experience of electric bicycles. However, among related technologies, the structure of the mid-drive motor is relatively complex, and the assembly process consumes a lot of time and labor costs, which is not conducive to later maintenance and repair. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a mid-drive motor, which has a simple and quick installation process, reducing the time and labor costs associated with assembly.

[0004] Secondly, the present invention also proposes an electric bicycle having the aforementioned mid-mounted motor.

[0005] According to a first aspect of the present invention, a mid-drive motor includes: a housing assembly, a crank transmission mechanism, a motor, a gear transmission mechanism, and a second one-way clutch. The housing assembly has a first mounting cavity, a second mounting cavity, and a third mounting cavity. The crank transmission mechanism includes a crankshaft, a first one-way clutch, a torque detection assembly, and a torque output component. The crankshaft is rotatably connected to the housing assembly. The first one-way clutch includes an outer ring and an inner ring. The outer ring is sleeved and fixed to the crankshaft. The torque detection assembly includes a torque sensing sleeve. The torque sensing sleeve has a first connecting portion and a second connecting portion at both ends. The first connecting portion is connected to the inner ring. One end of the torque output component is sleeved and connected to the second connecting portion. The motor is connected to... The first mounting cavity is located at one end of the housing assembly; the gear transmission mechanism is connected to the housing assembly, the gear transmission mechanism has an output end and an input end, the input end is connected to the drive shaft of the motor; the second one-way clutch connects the output end to the torque output component; wherein, the first mounting cavity is located at one end of the housing assembly, the crank transmission mechanism is located in the first mounting cavity and the crank shaft passes through the first mounting cavity along the radial direction of the crank shaft, the second mounting cavity and the third mounting cavity are located at the other end of the housing assembly along the axial direction of the crank shaft, the second mounting cavity and the third mounting cavity are respectively disposed on both sides of the housing assembly, the motor is located in the second mounting cavity, and the gear transmission mechanism is located in the third mounting cavity.

[0006] According to the first aspect of the present invention, the mid-drive motor has at least the following advantages: During the installation of the mid-drive motor, the outer ring of the first one-way clutch is sleeved and fixed on the crankshaft, then the first connecting part of the torque sensing sleeve is inserted and fixed in the inner ring, and then one end of the torque output component is sleeved and fixed on the second connecting part of the torque sensing sleeve, thus obtaining the installed crank transmission mechanism. The entire installation process is simple and convenient, and the connection and transmission relationship of each component of the crank transmission mechanism is relatively stable. The crank transmission mechanism is installed into the first mounting cavity at one end of the housing assembly, and the motor and gear transmission mechanism are respectively installed into the second mounting cavities and the third mounting cavities on both sides of the housing assembly. The entire installation of the mid-drive motor can be completed within the housing assembly. The crank drive mechanism, motor, and gear drive mechanism are rationally arranged within the housing assembly, simplifying the internal structure of the mid-drive motor and making the installation process simple and quick, greatly reducing the time and labor costs of assembly. Furthermore, during later maintenance and repair of the mid-drive motor, the crank drive mechanism can be removed for maintenance and repair by opening the first installation cavity, the motor can be removed for maintenance and repair by opening the second installation cavity, and the gear drive mechanism can be removed for maintenance and repair by opening the third installation cavity. The disassembly of each component is convenient and quick, which is beneficial for the later maintenance and repair of the mid-drive motor.

[0007] According to a first aspect of the present invention, the housing assembly includes a first housing, a second housing, a first end cover and a second end cover, wherein the first housing and the second housing are connected to form a first mounting cavity, the first housing and the first end cover are connected to form a second mounting cavity, and the second housing and the second end cover are connected to form a third mounting cavity.

[0008] According to a first aspect embodiment of the present invention, a mid-drive motor is provided on one side of the crankshaft, a first bearing is sleeved on the crankshaft, the first bearing is connected to the housing assembly, the first bearing abuts against the outer side wall of the shoulder along the axial direction of the crankshaft, and an outer ring is sleeved on the shoulder and the end face of the outer ring abuts against the first bearing.

[0009] According to a first aspect embodiment of the present invention, a mid-mounted motor is provided on the outer wall of the crankshaft, the first groove and the shaft shoulder are disposed on both sides of the first bearing, and a first retaining spring is provided in the first groove to limit the first bearing.

[0010] According to a first aspect embodiment of the present invention, the inner ring has a first inner hole, and a plurality of first guide grooves are provided circumferentially on the inner wall of the first inner hole along the axial direction of the inner ring. The outer wall of the first connecting part is provided with a first guide bar corresponding to the first guide groove, and the first guide bar passes through the first guide groove.

[0011] According to a first aspect of the present invention, in a mid-mounted motor, a first gasket is provided between the outer ring and the first connecting portion, and when the first guide bar is inserted into the first guide groove, the first connecting portion abuts against the first gasket.

[0012] According to a first aspect embodiment of the present invention, the torque output member has a second inner hole, and a plurality of second guide grooves are provided circumferentially along the axial direction of the torque output member. The outer wall of the second connecting part is provided with a second guide bar corresponding to the second guide groove, and the second guide bar passes through the second guide groove.

[0013] According to a first aspect embodiment of the present invention, in a mid-mounted motor, along the axial direction of the crankshaft, a second bearing and a third bearing are provided at a distance between the torque output member and the crankshaft, and the second bearing and the third bearing are located in the second inner hole.

[0014] According to a first aspect embodiment of the present invention, in a mid-drive motor, the outer peripheral wall of the inner ring is provided with a plurality of circumferentially spaced mounting grooves, the outer ring is provided with a plurality of ratchet teeth facing the inner ring, the ratchet teeth are provided with engagement surfaces, the mounting grooves are provided with pawls, the pawls are rotatably connected to the inner ring, the pawls include a first pawl and a second pawl, both the first pawl and the second pawl are connected to an elastic element, the elastic element is used to push the first pawl and the second pawl to expand outward; when the inner ring rotates along a first direction, one of the first pawl and the second pawl abuts against the engagement surface, and the other has a gap with the engagement surface; when the inner ring rotates along a second direction, both the first pawl and the second pawl are slidably connected to the ratchet teeth.

[0015] According to a first aspect embodiment of the present invention, the motor has three first pawls and three second pawls, which are arranged alternately along the circumference of the inner ring.

[0016] According to a first aspect embodiment of the present invention, the torque detection assembly further includes a torque sensor and a shield, the shield being disposed on the outer periphery of the torque sensing sleeve, and the torque sensor being disposed between the torque sensing sleeve and the shield.

[0017] An electric vehicle according to a second aspect embodiment of the present invention includes a mid-drive motor as described in the first aspect embodiment of the present invention, and the electric vehicle has all the beneficial effects of the first aspect embodiment of the present invention.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] Additional aspects and advantages of the invention will become apparent and readily understood in conjunction with the following description of the embodiments, in which:

[0020] Figure 1 This is a schematic diagram of a mid-mounted motor according to a first aspect embodiment of the present invention;

[0021] Figure 2 for Figure 1 The diagram shows a cross-sectional view (AA) of the mid-drive motor.

[0022] Figure 3 This is an overall schematic diagram of the crank transmission mechanism according to a first aspect embodiment of the present invention;

[0023] Figure 4 This is an exploded view of the crank transmission mechanism according to a first aspect embodiment of the present invention;

[0024] Figure 5 for Figure 3 The BB cross-sectional view of the mid-drive motor is shown;

[0025] Figure 6 for Figure 5 The CC cross-sectional view of the mid-drive motor is shown.

[0026] Figure 7 This is a cross-sectional view of the first one-way clutch of the mid-mounted motor according to a first aspect embodiment of the present invention;

[0027] Figure 8 This is an exploded view of the first one-way clutch of the mid-mounted motor according to a first aspect embodiment of the present invention.

[0028] The attached icons are numbered as follows:

[0029] Housing assembly 100, first housing 110, second housing 120, first end cap 130, second end cap 140, first mounting cavity 150, second mounting cavity 160, third mounting cavity 170;

[0030] Crank drive mechanism 200, crankshaft 210, shoulder 211, first retaining groove 212, first retaining ring 213, first one-way clutch 220, inner ring 221, outer ring 222, first washer 223, mounting groove 224, ratchet 225, elastic element 226, first pawl 227, second pawl 228, torque detection assembly 230, torque sensing sleeve 231, first connecting part 2311, second connecting part 2312, torque sensor 232, shielding cover 233, torque output component 240, first bearing 250, second bearing 260, third bearing 270;

[0031] Motor 300, drive shaft 310;

[0032] Gear transmission mechanism 400;

[0033] Second one-way clutch 500. Detailed Implementation

[0034] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0035] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0036] In the description of this invention, the use of "first" and "second" is for the purpose of distinguishing technical features only, and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0037] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0038] Electric bicycles are a new type of two-wheeled vehicle, a type of bicycle, powered by batteries, equipped with a motor and a power assist system. They are a new mode of transportation that integrates human riding and motor assistance. With the development of modern society, more and more people are choosing green travel, and electric bicycles occupy a large share of the green travel market. In the electric bicycle industry, the motor installation position is mainly divided into two types: one is mid-mounted, where the motor is installed in the middle of the frame, i.e., the bottom bracket position, called a mid-mounted motor; the other is installed in the bicycle's wheel hub, called a hub motor. Compared to hub motors, mid-mounted motors have significant advantages in terms of technology and performance. For example, mid-mounted motors can maintain the front-rear weight balance of the bicycle as much as possible, do not affect the shock absorber operation, and the motor experiences less road impact. The high integration reduces unnecessary exposed wiring, thus resulting in superior off-road handling, stability, and passability compared to models equipped with hub motors.

[0039] Therefore, many electric bicycles use mid-drive motors. The mid-drive motor is a key component of electric bicycles, which directly affects the riding experience. However, among related technologies, the structure of the mid-drive motor is relatively complex, and the assembly process consumes a lot of time and labor costs, which is not conducive to later maintenance.

[0040] To address this issue, an embodiment of the first aspect of the present invention proposes a mid-mounted motor. The outer ring 222 of the first one-way clutch 220 is sleeved and fixed onto the crankshaft 210. Then, the first connecting portion 2311 of the torque sensing sleeve 231 is inserted and fixed into the inner ring 221. Finally, one end of the torque output component 240 is sleeved and connected to the second connecting portion 2312 of the torque sensing sleeve 231, resulting in a completed crank transmission mechanism 200. The entire installation process is simple and convenient. Furthermore, the housing assembly 100 is provided with a first mounting cavity 150, a second mounting cavity 160, and a third mounting cavity 170. The crank transmission mechanism 200 is installed into the first mounting cavity 150 at one end of the housing assembly 100, and the motor 300 and the gear transmission mechanism 400 are respectively installed into the second mounting cavity 170 on both sides of the housing assembly 100. Within the first mounting cavity 160 and the third mounting cavity 170, the crank transmission mechanism 200, the motor 300, and the gear transmission mechanism 400 are rationally arranged within the housing assembly 100, simplifying the internal structure of the mid-drive motor and greatly reducing the time and labor costs of the assembly process. During subsequent maintenance and repair of the mid-drive motor, the crank transmission mechanism 200 can be removed for maintenance and repair by opening the first mounting cavity 150, the motor 300 can be removed for maintenance and repair by opening the second mounting cavity 160, and the gear transmission mechanism 400 can be removed for maintenance and repair by opening the third mounting cavity 170. Disassembly of each component is convenient and quick, facilitating the maintenance and repair of the mid-drive motor. The specific structure and function of the mid-drive motor according to the first aspect of this invention will be further described below with reference to the accompanying drawings and text.

[0041] Reference Figures 1 to 6According to a first aspect of the present invention, a mid-drive motor includes: a housing assembly 100, a crank transmission mechanism 200, a motor 300, and a gear transmission mechanism 400. The housing assembly 100 has a first mounting cavity 150, a second mounting cavity 160, and a third mounting cavity 170. The crank transmission mechanism 200 is connected to the housing assembly 100 and includes a crankshaft 210, a first one-way clutch 220, a torque detection assembly 230, and a torque output component 240. The crankshaft 210 is connected to the housing. The assembly 100 is rotatable. The first one-way clutch 220 includes an outer ring 222 and an inner ring 221. The outer ring 222 has a sleeve portion that is sleeved and fixed to the crankshaft 210. The inner ring 221 has sufficient clearance with the crankshaft 210 to facilitate connection between the inner ring 221 and the first connecting portion 2311. The torque detection assembly 230 includes a torque sensing sleeve 231. The two ends of the torque sensing sleeve 231 are provided with a first connecting portion 2311 and a second connecting portion 2312. The first connecting portion 2311... A torque output component 240 is inserted into and fixed to the inner ring 221, and one end of the torque output component 240 is sleeved and fixed to the second connecting part 2312; the motor 300 is connected to the housing assembly 100; the gear transmission mechanism 400 is connected to the housing assembly 100, and the gear transmission mechanism 400 has an output end and an input end. The input end of the gear transmission mechanism 400 is connected to the drive shaft 310 of the motor 300, and the second one-way clutch 500 connects the output end of the gear transmission mechanism 400 and the torque output component 240 to realize one-way power transmission; wherein, the first mounting Cavity 150 is located at one end of housing assembly 100. Crank drive mechanism 200 is located in first mounting cavity 150 and crank shaft 210 passes through first mounting cavity 150. Along the radial direction of crank shaft 210, second mounting cavity 160 and third mounting cavity 170 are located at the other end of housing assembly 100. Along the axial direction of crank shaft 210, second mounting cavity 160 and third mounting cavity 170 are respectively placed on both sides of housing assembly 100. Motor 300 is located in second mounting cavity 160 and gear drive mechanism 400 is located in third mounting cavity 170.

[0042] In the first embodiment of the present invention, the mid-drive motor, during installation, involves fitting and fixing the outer ring 222 of the first one-way clutch 220 onto the crankshaft 210, then inserting and fixing the first connecting portion 2311 of the torque sensing sleeve 231 into the inner ring 221, and finally fitting and connecting one end of the torque output component 240 onto the second connecting portion 2312 of the torque sensing sleeve 231, thus obtaining the completed crank transmission mechanism 200. The entire installation process of the crank transmission mechanism 200 is simple and convenient, and from the perspective of the crankshaft... The torque input from the crankshaft 210 is transmitted to the torque sensing sleeve 231 via the first one-way clutch 220, and then to the torque output component 240. The connection and transmission relationship of each component of the crank transmission mechanism 200 is relatively stable. The crank transmission mechanism 200 is installed into the first mounting cavity 150 at one end of the housing assembly 100, and the motor 300 and gear transmission mechanism 400 are respectively installed into the second mounting cavities 160 and the third mounting cavities 170 on both sides of the housing assembly 100. This completes the installation of the entire mid-drive motor. After installation, the mid-drive motor... The motor 300 and the first one-way clutch 220 are located on one side of the housing assembly 100, while the gear transmission mechanism 400 and the torque output component 240 are located on the opposite side of the housing assembly 100. The crank transmission mechanism 200, the motor 300, and the gear transmission mechanism 400 are reasonably distributed in different positions within the housing assembly 100. The arrangement of the crank transmission mechanism 200, the motor 300, and the gear transmission mechanism 400 within the mid-drive motor is relatively reasonable, which simplifies the internal structure of the mid-drive motor, simplifies the installation process, and greatly reduces the time and labor costs associated with assembly. During subsequent maintenance and repair of the mid-drive motor, the crank transmission mechanism 200 can be removed for maintenance and repair by opening the first mounting cavity 150, the motor 300 can be removed for maintenance and repair by opening the second mounting cavity 160, and the gear transmission mechanism 400 can be removed for maintenance and repair by opening the third mounting cavity 170. The disassembly of the components within the mid-drive motor is convenient and quick, which is beneficial for the subsequent maintenance and repair of the internal components of the mid-drive motor.

[0043] Reference Figure 2It is understood that the housing assembly 100 includes a first housing 110, a second housing 120, a first end cap 130, and a second end cap 140. The first housing 110 and the second housing 120 are detachably connected, and a first mounting cavity 150 is defined between the first housing 110 and the second housing 120. The first housing 110 and the first end cap 130 are detachably connected, and a second mounting cavity 160 is defined between the first housing 110 and the first end cap 130. The second housing 120 and the second end cap 140 are detachably connected, and a third mounting cavity 170 is defined between the second housing 120 and the second end cap 140. A crank drive mechanism 200 is located in the first mounting cavity 150, and a crankshaft 210 passes through the first mounting cavity 150. A motor 300 is located in the second mounting cavity 160, and a gear drive mechanism 400 is located in the third mounting cavity 170. The drive shaft 310 of the motor 300 passes through the first housing 110 and the second end cap 140 and is connected to the gear drive mechanism 400. During the later maintenance and repair of the mid-drive motor, the crank transmission mechanism can be removed for maintenance and repair by disassembling the first housing 110 and the second housing 120, the motor can be removed for maintenance and repair by removing the first end cover, and the gear transmission mechanism 400 can be removed for maintenance and repair by disassembling the second housing 120. The disassembly of each component is convenient and quick, which is beneficial for the later maintenance and repair of the mid-drive motor.

[0044] Reference Figures 3 to 5 It is understood that a shoulder 211 is provided on one side of the crankshaft 210, and a first bearing 250 is sleeved on the crankshaft 210. The first bearing 250 is used to connect the crankshaft 210 and the housing assembly 100, and plays a role in supporting the crankshaft 210. The first bearing 250 is fixed on the crankshaft 210 by interference fit. Along the axial direction of the crankshaft 210, the first bearing 250 abuts against the outer side of the shoulder 211. An outer ring 222 is sleeved on the shoulder 211, and the end face of the outer ring 222 abuts against the side wall of the first bearing 250. An inner ring 221 is sleeved on the first connecting part 2311, and one end of the torque output component 240 is sleeved on... During the assembly of the crank transmission mechanism 200, the first bearing 250 plays an axial positioning role. First, the first bearing 250 is fitted onto one side of the crankshaft 210, and the wall surface of the first bearing 250 abuts against the shoulder 211. Then, the outer ring 222 is fitted onto the shoulder 211, and the first connecting part 2311 of the torque sensing sleeve 231 is inserted and fixed in the inner ring 221. Finally, one end of the torque output component 240 is fitted onto the second connecting part 2312 of the torque sensing sleeve 231. The entire installation process is simple and convenient, and can effectively reduce the time and labor costs consumed during the installation process.

[0045] It should be noted that the outer ring 222 is connected to the shoulder 211 by a spline; when the outer ring 222 is fitted onto the shoulder 211 on one side of the crankshaft 210, the opening of the outer ring 222 faces the other side of the crankshaft 210, so as to facilitate the connection between the first connecting part 2311 of the torque sensing sleeve 231 and the inner ring 221.

[0046] Reference Figure 4 and Figure 5 It is understandable that the outer wall of the crankshaft 210 is recessed to form an annular first retaining groove 212. Along the axial direction of the crankshaft 210, the first retaining groove 212 and the shoulder 211 are respectively located on both sides of the first bearing 250. A first retaining spring 213 is provided in the first retaining groove 212. The first retaining spring 213 restricts the first bearing 250 to the crankshaft 210. The first retaining spring 213 plays the role of axially fixing the first bearing 250. During the assembly process of the crank transmission mechanism 200, the first bearing 250 is first installed on one side of the crankshaft 210 to make The first bearing 250 abuts against the shoulder 211, and the first snap ring 213 is installed into the first snap groove 212. The first snap ring 213 serves to axially fix the first bearing 250. Then, the outer ring 222 is fitted into the shoulder 211, and the first connecting part 2311 of the torque sensing sleeve 231 is inserted and fixed in the inner ring 221. Finally, one end of the torque output component 240 is fitted onto the second connecting part 2312 of the torque sensing sleeve 231. The whole installation process is simple and convenient, and can effectively reduce the time and labor costs consumed in the installation process.

[0047] According to a first aspect embodiment of the present invention, the inner ring 221 has a first inner hole. Along the axial direction of the inner ring 221, a plurality of first guide grooves (not shown in the figure) are circumferentially spaced on the inner wall of the first inner hole. The outer wall of the first connecting portion 2311 is provided with a first guide bar corresponding to the first guide groove. The first guide bar on the outer wall of the first connecting portion 2311 passes through the first guide groove of the first inner hole, realizing the axial transmission connection between the inner ring 221 and the torque sensing sleeve 231. During the assembly process of the crank transmission mechanism 200, the first bearing 250 is first sleeved on one side of the crankshaft 210 so that the first bearing 250 abuts against the shaft shoulder 21. 1. Install the first retaining ring 213 into the first retaining groove 212. The first retaining ring 213 serves to axially fix the first bearing 250. Then, fit the outer ring 222 onto the shaft shoulder 211. Align the first guide bar on the first connecting part 2311 of the torque sensing sleeve 231 with the first guide groove in the first inner hole. Then insert the first guide bar into the first guide groove to realize the transmission connection between the inner ring 221 and the torque sensing sleeve 231. The installation process is simple and convenient. Then, fit one end of the torque output component 240 onto the second connecting part 2312 of the torque sensing sleeve 231 to complete the installation of the crank transmission mechanism 200.

[0048] It should be noted that multiple first guide bars can be circumferentially spaced along the axial direction of the crankshaft 210, and a first guide groove (not shown in the figure) corresponding to the first guide bars can be provided on the outer wall of the first connecting part 2311, which can also realize the transmission connection between the inner ring 221 and the torque sensing sleeve 231.

[0049] It should be noted that, referring to Figure 5 The first connecting part 2311 of the torque sensing sleeve 231 is provided with a second slot, and a second snap ring is provided in the second slot. The second snap ring functions to axially position the inner ring 221. When the first guide bar on the outer wall of the first connecting part 2311 is inserted into the first guide groove of the first inner hole, the second snap ring abuts against the inner ring 221 to achieve axial positioning of the inner ring 221.

[0050] Reference Figure 4 and Figure 5 It is understandable that a first washer 223 is provided between the outer ring 222 and the first connecting part 2311. Along the axial direction of the crankshaft 210, the inner wall of the outer ring 222 is provided with a groove, and the first washer 223 is installed in the groove. When the first guide bar is inserted into the first guide groove, the end face of the first connecting part 2311 abuts against the first washer 223. The first washer 223 serves as an axial positioning torque sensing sleeve 231 and also separates the outer ring 222 and the torque sensing sleeve 231. The end faces of the first connecting part 2311 of the outer ring 222 and the torque sensing sleeve 231 do not directly contact each other, effectively preventing excessive wear of the outer ring 222 and the first connecting part 2311 of the torque sensing sleeve 231 during transmission.

[0051] It should be noted that during the assembly of the crank transmission mechanism 200, the first bearing 250 is first sleeved on one side of the crankshaft 210 so that the first bearing 250 abuts against the shaft shoulder 211. The first snap ring 213 is installed in the first snap groove 212, and the first snap ring 213 plays the role of axially fixing the first bearing 250. Then, the outer ring 222 is sleeved on the shaft shoulder 211. Then, the first washer 223 is installed in the groove on the inner wall of the outer ring 222. Then, the first guide bar on the first connecting part 2311 of the torque sensing sleeve 231 is aligned with the first guide groove in the first inner hole. Then, the first guide bar is inserted into the first guide groove, which realizes the transmission connection between the inner ring 221 and the torque sensing sleeve 231. The installation process is simple and convenient. Then, one end of the torque output component 240 is sleeved on the second connecting part 2312 of the torque sensing sleeve 231 to complete the installation of the crank transmission mechanism 200.

[0052] Reference Figure 4 and Figure 5It is understood that the torque output component 240 has a second inner hole. Along the axial direction of the torque output component 240, a plurality of second guide grooves (not shown in the figure) are circumferentially spaced on the inner wall of the second inner hole. The outer wall of the second connecting part 2312 is provided with a second guide bar corresponding to the second guide groove. The second guide bar passes through the second guide groove to realize the transmission connection between the torque sensing sleeve 231 and the torque output component 240. During the assembly process of the crank transmission mechanism 200, the first bearing 250 is first sleeved on one side of the crankshaft 210 so that the first bearing 250 abuts against the shaft shoulder 211. The first snap ring 213 is installed into the first snap groove 212. The first snap ring 213 plays an axial fixing role. The function of the first bearing 250 is defined. Then, the outer ring 222 is fitted onto the shoulder 211. The first guide bar on the first connecting part 2311 of the torque sensing sleeve 231 is aligned with the first guide groove in the first inner hole. Then, the first guide bar is inserted into the first guide groove, thereby realizing the transmission connection between the inner ring 221 and the torque sensing sleeve 231. Then, the second guide groove in the second inner hole of the torque output component 240 is aligned with the second guide bar on the second connecting part 2312 and inserted, thereby realizing the transmission connection between the torque sensing sleeve 231 and the torque output component 240. The entire crank transmission mechanism 200 installation process is simple and convenient, which can effectively reduce the time and labor costs consumed during the installation process.

[0053] It should be noted that multiple second guide bars can be circumferentially spaced along the axial direction of the crankshaft 210, and a second guide groove corresponding to the second guide bars is provided on the outer wall of the second connecting part 2312. Inserting the second guide bar into the second guide groove can also realize the transmission connection between the torque sensing sleeve 231 and the torque output component 240.

[0054] It should be noted that a third retaining ring is provided between the torque sensing sleeve 231 and the torque output component 240, and a third retaining groove is provided on the crankshaft 210 for installing the third retaining ring. The third retaining ring functions to axially position the torque sensing sleeve 231. During the assembly process of the crank transmission mechanism 200, the first bearing 250 is first sleeved on one side of the crankshaft 210 so that the first bearing 250 abuts against the shaft shoulder 211. The first retaining ring 213 is then installed into the first retaining groove 212. The first retaining ring 213 serves to axially fix the first bearing 250. Then, the outer ring 22 is... 2. Insert the shaft shoulder 211, align the first guide bar on the first connecting part 2311 of the torque sensing sleeve 231 with the first guide groove in the first inner hole, and then insert the first guide bar into the first guide groove to achieve the transmission connection between the inner ring 221 and the torque sensing sleeve 231. Then, install the third snap ring into the third snap groove to achieve axial positioning of the torque sensing sleeve 231. Finally, align the second guide groove in the second inner hole of the torque output component 240 with the second guide bar on the second connecting part 2312 and insert it to achieve the transmission connection between the torque sensing sleeve 231 and the torque output component 240.

[0055] Reference Figure 4 and Figure 5 It is understandable that, along the axial direction of the crankshaft 210, a second bearing 260 and a third bearing 270 are spaced apart between the torque output component 240 and the crankshaft 210. The second bearing 260 and the third bearing 270 are fixed in the first inner hole by an interference fit with the inner wall of the second inner hole, and the second bearing 260 and the third bearing 270 are clearance fit with the crankshaft 210. The second bearing 260 and the third bearing 270 serve to support the torque output component 240 and the crankshaft 210. During the assembly process of the crank transmission mechanism 200, the first bearing 250 provides axial positioning. The procedure involves first fitting the first bearing 250 onto one side of the crankshaft 210, with the wall of the first bearing 250 abutting against the shoulder 211. Then, the outer ring 222 is fitted onto the shoulder 211. The first connecting part 2311 of the torque sensing sleeve 231 is inserted and fixed in the inner ring 221. The second bearing 260 and the third bearing 270 are fixed in the second inner hole of the torque output component 240. Finally, one end of the torque output component 240 is fitted onto the second connecting part 2312 of the torque sensing sleeve 231, and the second bearing 260 and the third bearing 270 are fitted onto the crankshaft 210.

[0056] It should be noted that a sealing ring is provided between the torque output component 240 and the crankshaft 210. The sealing ring is used to seal the second inner hole, which serves to block external water, dust and foreign objects, and prevent water, dust and foreign objects from entering the second inner hole. The outer wall of the torque output component 240 is also provided with a fourth bearing. Along the axial direction of the crankshaft 210, the first bearing 250 and the fourth bearing are respectively placed on both sides of the crankshaft 210, which serve as supports. The first bearing 250 and the fourth bearing cooperate to realize the rotational connection between the crankshaft 210 and the housing assembly 100. The fourth bearing is sleeved on the torque output component 240, and the torque output component 240 is also provided with a positioning piece for positioning the fourth bearing.

[0057] according to Figures 6 to 8It is understood that the outer peripheral wall of the inner ring 221 is provided with multiple circumferentially spaced mounting grooves 224, and the outer ring 222 is provided with multiple ratchet teeth 225 facing the inner ring 221. The ratchet teeth 225 have engagement surfaces. Pads are provided in the mounting grooves 224. The pads are rotatably connected to the inner ring 221. The pads include a first pad 227 and a second pad 228. Both the first pad 227 and the second pad 228 are connected to an elastic element 226. The elastic element 226 is used to push the first pad 227 and the second pad 228 to expand outward. When the inner ring 221 rotates in a first direction, one of the first pad 227 and the second pad 228 abuts against the engagement surface, and the other has a gap with the engagement surface. When the inner ring 221 rotates in a second direction, both the first pad 227 and the second pad 228 are slidably connected to the ratchet teeth 225. The elastic element 226 pushes the pads to expand outward, so that the first pad 227... 7. The second pawl 228 is always in contact with the tooth surface of the ratchet 225. When the inner ring 221 rotates in the first direction, the first pawl 227, which is close to the ratchet 225, abuts against the engagement surface, and the second pawl 228 disengages from the engagement surface. At this time, the first pawl 227 is in the working state, and the force on the inner ring 221 is transmitted to the outer ring 222 through the first pawl 227. If the first pawl 227 fails, the inner ring 221 rotates so that the second pawl 228 abuts against the engagement surface. At this time, the second pawl 228 is in the working state, and the force on the inner ring 221 is transmitted to the outer ring 222 through the second pawl 228, reducing the failure rate. When the inner ring 221 rotates in the second direction, both the first pawl 227 and the second pawl 228 slide along the tooth surface of the ratchet 225. At this time, the first pawl 227 and the second ratchet 225 cannot transmit power, and the force on the inner ring 221 cannot be transmitted to the outer ring 222, realizing the one-way clutch function.

[0058] It is understandable that when the inner ring 221 changes from rotating in the second direction to rotating in the first direction, the first pawl 227 and the second pawl 228 that is closest to the ratchet 225 can abut against the engagement surface, while the other has a gap with the engagement surface. This can reduce the free travel of the first inner ring 221, so that the force on the first inner ring 221 can be quickly transmitted to the outer ring 222, thereby improving the working efficiency of the one-way clutch.

[0059] It should be noted that when the first one-way clutch 220 is installed on the mid-mounted motor, the installer can adjust the first direction and the second direction of the first one-way clutch 220 to make the first one-way clutch 220 meet the usage requirements.

[0060] It is understandable that when the first pawl 227 abuts against the engagement surface, the second pawl 228 disengages from the engagement surface; when the second pawl 228 abuts against the engagement surface, the first pawl 227 disengages from the engagement surface; and when the first pawl 227 fails, the second pawl 228 can still work normally, thereby achieving the effect of reducing the failure rate.

[0061] according to Figures 6 to 8 It is understandable that there are three first pawls 227 and three second pawls 228. The three first pawls 227 and the three second pawls 228 are arranged alternately along the circumference of the inner ring 221. When the first pawls 227 are in the working state, the three first pawls 227 can work simultaneously to transmit power, making the force between the first pawls 227 and the ratchet 225 even, and preventing them from shaking, thus improving the stability of the transmission. Similarly, when the second pawls 228 are in the working state, the three second pawls 228 can also work simultaneously to transmit power, improving the stability of the transmission.

[0062] Understandably, referring to Figure 7 When there are three first pawls 227 and three second pawls 228, and the central angles of the two first pawls 227 and the two second pawls 228 are both 120 degrees, the central angle between a first pawl 227 and an adjacent second pawl 228 can be selected between 50 and 70 degrees. For example, the central angle between a first pawl 227 and an adjacent second pawl 228 is 54 degrees, and the central angle between a first pawl 227 and another adjacent second pawl 228 is 66 degrees. It should be noted that... Figure 7 As shown, the central angles of two adjacent first pawls 227 and two adjacent second pawls 228 are both 120 degrees, meaning there are three first pawls 227 and three second pawls 228, and these three first pawls 227 and three second pawls 228 are evenly arranged circumferentially along the inner ring 221. The distance between the central angle of a second pawl 228 and an adjacent first pawl 227 is 54 degrees, therefore the central angle between the second pawl 228 and another adjacent first pawl 227 is 66 degrees. And referring to... Figure 7 The ratchet 225 occupies a central angle of 12 degrees, meaning there are 30 ratchet 225s. During operation, the first pawl 227 and the second pawl 228 abut against the tooth surface of the ratchet 225 under the action of the elastic element 226. When the outer ring 222 rotates 6 degrees along the second direction alone, the second pawl 228 abuts against the engagement surface, meaning the second pawl 228 becomes the working state, and the first pawl 227 disengages from the engagement surface, meaning the first pawl 227 changes from the original working state to the non-working state. This achieves flexible allocation of the working modes of the first pawl 227 and the second pawl 228, ensuring a reliable structure and low failure rate.

[0063] It is understandable that the first pawl 227 and the second pawl 228 can also be four, five or other quantities, without specific limitations here; when the number of the first pawl 227 and the second pawl 228 changes, the central angles of the two first pawls 227 and the two second pawls 228 also need to be modified accordingly, which will not be elaborated here.

[0064] It is understandable that the first pawl 227 and the second pawl 228 can have the same shape. The identical shape of the first pawl 227 and the second pawl 228 allows them to engage with the ratchet 225 respectively, thus transmitting power. Furthermore, the identical shape of the first pawl 227 and the second pawl 228 facilitates manufacturing, allowing for production using the same mold, reducing production costs. It also facilitates disassembly and assembly, eliminating the need for identification and sorting during installation, thus improving the user experience.

[0065] Reference Figure 4 and Figure 5 The torque detection assembly 230 also includes a torque sensor 232 and a shield 233. The shield 233 covers the outer periphery of the torque sensing sleeve 231, and the torque sensor 232 is disposed between the torque sensing sleeve 231 and the shield 233. During transmission, the torque sensing sleeve 231 rotates together with the crankshaft 210, and the torque sensor 232 can sense the deformation of the torque sensing sleeve 231 and detect the torque on the torque sensing sleeve 231. The shield 233 is arranged on the outer circumference of the torque sensor 232 to shield the torque sensor 232 from interference from external signals and ensure signal detection accuracy.

[0066] Understandably, the torque sensor 232 includes a strain gauge, a coil holder, an induction coil, and a signal processing circuit. The strain gauge is arranged on the torque sensing sleeve 231 and can reflect the deformation of the torque sensing sleeve 231. The coil holder is arranged on the outer circumference of the torque sensing sleeve 231, and the induction coil is arranged on the coil holder to sense the signal from the strain gauge. The signal processing circuit is electrically connected to the induction coil and is used to process the signal transmitted from the induction coil.

[0067] According to a first aspect embodiment of the present invention, in the mid-drive motor, the input end of the gear transmission mechanism 400 is connected to the drive shaft 310 of the motor 300, and the second one-way clutch 500 is connected to the output end of the gear transmission mechanism 400. During the operation of the mid-drive motor, the power output by the motor 300 is transmitted to the input end of the gear transmission mechanism 400 through the drive shaft 310, and then to the output end of the gear transmission mechanism 400, and finally to the torque output component 240 through the second one-way clutch 500. The power transmission is stable and reliable.

[0068] It should be noted that the gear transmission mechanism 400 is a parallel shaft reduction gear set, which is arranged parallel to the crankshaft 210 within the housing assembly 100. Depending on the speed ratio requirements, the gear transmission mechanism 400 can be a two-stage reduction gear set or a three-stage reduction gear set.

[0069] According to a second aspect embodiment of the present invention, the electric vehicle includes a frame, wheels, pedal cranks, pedals, a chain, a drive sprocket, and a mid-mounted motor provided in the first aspect embodiment of the present invention. The mid-mounted motor is connected to the frame and transmits power through a chain to the rear wheel. Meanwhile, pedals are installed on both sides of the mid-mounted motor. When the mid-mounted motor has no power, the rider can ride manually by pedaling, and the resistance is no different from that of a normal bicycle.

[0070] In the production process of electric bicycles, the mid-drive motor needs to be assembled as a whole before being installed onto the electric bicycle. During the installation of the mid-drive motor, the outer ring 222 of the first one-way clutch 220 is sleeved and fixed onto the crankshaft 210. Then, the first connecting part 2311 of the torque sensing sleeve 231 is inserted and fixed into the inner ring 221. Finally, one end of the torque output component 240 is connected to the second connecting part 2312 of the torque sensing sleeve 231, thus obtaining the completed crank drive assembly. Mechanism 200 is simple and convenient to install. The torque input from crankshaft 210 is transmitted to torque sensing sleeve 231 through first one-way clutch 220 and then to torque output component 240. The connection and transmission relationship of each component of crank transmission mechanism 200 is relatively stable. Crank transmission mechanism 200 is installed into first mounting cavity 150 at one end of housing assembly 100, and motor 300 and gear transmission mechanism 400 are installed into second mounting cavity 160 and third mounting cavity on both sides of housing assembly 100, respectively. Within 170mm, the entire installation of the mid-drive motor can be completed. After installation, the motor 300 and the first one-way clutch 220 of the mid-drive motor are located on one side of the housing assembly 100, while the gear transmission mechanism 400 and the torque output component 240 are located on the opposite side of the housing assembly 100. The crank transmission mechanism 200, the motor 300, and the gear transmission mechanism 400 are reasonably distributed in different positions of the housing assembly 100, simplifying the internal structure of the mid-drive motor and making the installation process simple and quick, greatly reducing the time and labor costs of the assembly process. In the later maintenance and repair of the mid-drive motor, the crank transmission mechanism 200 can be removed for maintenance and repair by opening the first mounting cavity 150, the motor 300 can be removed for maintenance and repair by opening the second mounting cavity 160, and the gear transmission mechanism 400 can be removed for maintenance and repair by opening the third mounting cavity 170. The disassembly of each component of the gear transmission mechanism 400 is convenient and quick, which is beneficial for the later maintenance and repair of the mid-drive motor.

[0071] It is understandable that electric vehicles can be electric bicycles, electric-assisted bicycles, electric-assisted tricycles, etc.

[0072] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. An electric motor, characterized in that The utility model relates to a torque output device, including: A shell assembly is provided with a first mounting cavity, a second mounting cavity and a third mounting cavity inside; Crank drive mechanism, including crank axle, first one-way clutch, torque detection assembly and torque output piece, the crank axle is rotatably connected to the shell assembly, the first one-way clutch includes outer ring and inner ring, the outer ring is sleeved and fixed to the crank axle, the torque detection assembly includes torque induction sleeve, both ends of the torque induction sleeve are provided with first connecting part and second connecting part, the first connecting part is connected to the inner ring, one end of the torque output piece is sleeved and connected to the second connecting part; Motor, connected to the shell assembly; Gear transmission mechanism, connected to the shell assembly, the gear transmission mechanism has output end and input end, the input end is connected with the drive shaft of motor; Second one-way clutch, connecting the output end with the torque output piece; Wherein, the first mounting cavity is located at one end of the shell assembly, the crank drive mechanism is located in the first mounting cavity and the crank axle penetrates the first mounting cavity, along the radial direction of the crank axle, the second mounting cavity and the third mounting cavity are located at the other end of the shell assembly along the axial direction of the crank axle, the second mounting cavity and the third mounting cavity are separately arranged on both sides of the shell assembly, the motor is located in the second mounting cavity, and the gear transmission mechanism is located in the third mounting cavity;The shell assembly includes a first shell, a second shell, a first end cover and a second end cover, the first shell and the second shell are connected to form the first mounting cavity, the first shell and the first end cover are connected to form the second mounting cavity, the second shell and the second end cover are connected to form the third mounting cavity, and the first mounting cavity, the second mounting cavity and the third mounting cavity are configured to be able to open one of them alone.

2. The line start motor of claim 1, wherein, One side of the crank axle is provided with a shaft shoulder, the crank axle is sleeved with a first bearing, the first bearing is connected with the shell assembly, along the axial direction of the crank axle, the first bearing abuts the outer side wall of the shaft shoulder, and the outer ring is sleeved on the shaft shoulder and the end face of the outer ring abuts the first bearing.

3. The line start motor of claim 2, wherein, The outer wall of the crank axle is provided with a first clamping groove, the first clamping groove is separately arranged on both sides of the first bearing with the shaft shoulder, and a first clamping spring is arranged in the first clamping groove to limit the first bearing.

4. The line start motor of claim 1, wherein, The inner ring has a first inner hole, along the axial direction of the inner ring, the inner wall of the first inner hole is circumferentially spaced apart a plurality of first guide grooves, and the outer wall of the first connecting part is provided with a first guide strip corresponding to the first guide groove, and the first guide strip is inserted into the first guide groove.

5. An IPM as set forth in claim 4, characterized by The first gasket is arranged between the outer ring and the first connecting part, when the first guide strip is inserted into the first guide groove, the first connecting part abuts the first gasket.

6. The line start motor of claim 4 wherein, The torque output piece has a second inner hole, along the axial direction of the torque output piece, the inner wall of the second inner hole is circumferentially spaced apart a plurality of second guide grooves, and the outer wall of the second connecting part is provided with a second guide strip corresponding to the second guide groove, and the second guide strip is inserted into the second guide groove.

7. An IPM as set forth in claim 6, characterized by A second bearing and a third bearing are arranged between the torque output and the crankshaft in an axial direction of the crankshaft, and the second bearing and the third bearing are located in the second inner hole.

8. The line start motor of claim 1, wherein, The outer peripheral wall of the inner ring is provided with a plurality of circumferentially spaced mounting grooves, the outer ring is provided with a plurality of ratchets facing the inner ring, the ratchets are provided with engagement surfaces, the mounting grooves are provided with pawls, the pawls are rotationally connected to the inner ring, the pawls include first pawls and second pawls, the first pawls and the second pawls are both connected with elastic elements, the elastic elements are used to push the first pawls and the second pawls to expand outward, when the inner ring rotates in a first direction, one of the first pawls and the second pawls abuts against the engagement surface, and the other has a gap with the engagement surface, when the inner ring rotates in a second direction, the first pawls and the second pawls are both in sliding connection with the ratchets.

9. An electric machine according to claim 8, characterized in that The first pawls and the second pawls are all three, and the three first pawls and the three second pawls are staggered along the circumference of the inner ring.

10. The line start motor of claim 1, wherein, The torque detection assembly further comprises a torque sensor and a shielding cover, the shielding cover is arranged on the outer periphery of the torque sensing sleeve, and the torque sensor is arranged between the torque sensing sleeve and the shielding cover.

11. An electric vehicle, characterized by A motor-inverter is provided, comprising a machine according to any one of claims 1 to 10. A motor-inverter is provided, comprising a machine according to any one of claims 1 to 10.

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