Electric moped driving system and electric moped

Abstract

The invention belongs to the technical field of electric moped bicycles, and discloses an electric moped driving system and an electric moped. The electric moped driving system comprises a transmission mechanism, an output sleeve, a first clutch and a damping device, wherein the transmission mechanism is connected with the output end of a motor; the output sleeve is connected with a chain wheel device of the electric moped; one end of the first clutch is connected with the output sleeve, the other end of the first clutch is connected with the transmission mechanism, and when the first clutch is in a relaxed state, the friction torque between the first clutch and the transmission mechanism is P1; the damping device abuts against the transmission mechanism, the abutting friction torque is P2, and the friction torque P2 is larger than the friction torque P1. According to the electric moped driving system, the gear in the transmission mechanism does not rotate along with the friction torque P1 due to the existence of the friction torque P2, and gear collision does not exist if the gear does not rotate. Therefore, the problem of noise caused by gear knocking in the riding process is solved fundamentally, and better riding experience is provided for a rider.

Description

Technical Field

[0001] The present invention relates to the technical field of electric assist bicycles, and particularly to an electric assist vehicle drive system and an electric assist vehicle. Background Art

[0002] With the continuous progress of technology, electric assist bicycles, as a new type of two-wheeled vehicle, have been welcomed by people. It retains the advantage of light riding of traditional bicycles and can also assist riders to achieve a labor-saving effect when starting, climbing slopes or accelerating. Currently, the most common form of electric assist bicycles on the market is the mid-mounted motor type. The drive system of this kind of electric assist bicycle is installed on the frame, and the power is transmitted to the chainring through the transmission mechanism, and finally the driving power is transmitted to the vehicle through the drive chain and the chainring device to supplement the rider's pedaling power and realize the drive of the wheels.

[0003] During the riding process of an electric assist bicycle, when a person's foot drives the pedal crank, the pedal crank will drive the crankshaft to rotate. The stepping clutch connected to the crankshaft is in a wedged state, so that the crankshaft can drive the chainring to drive the bicycle forward. Since the drive system of the electric assist vehicle relies on the torque generated by a person stepping on the crank, and after the torque sensing unit detects the torque, the drive system provides driving assistance. Therefore, at the initial stage of a person stepping on the electric assist bicycle, the assist clutch connected to the transmission mechanism of the drive system is in a relaxed state. However, due to the inevitable frictional torque between the assist clutch and the output gear of the transmission mechanism, the rotation of the crankshaft can still drive the output gear of the transmission mechanism through the assist clutch. The rotation of the output gear will impact the gear that cooperates with the output gear, resulting in gear knocking noise during the riding process and affecting the riding experience. Summary of the Invention

[0004] The purpose of the present invention is to provide an electric assist vehicle drive system and an electric assist vehicle, which can eliminate the noise problem during the riding process of the electric assist vehicle and bring a better riding experience.

[0005] To achieve this purpose, the present invention adopts the following technical solutions:

[0006] An electric assist vehicle drive system, comprising:

[0007] A transmission mechanism, the transmission mechanism is connected to the output end of the motor;

[0008] An output sleeve, the output sleeve is connected to the chainring device of the electric assist vehicle;

[0009] A first clutch, one end of the first clutch is connected to the output sleeve, and the other end is connected to the transmission mechanism. When the first clutch is in a relaxed state, the frictional torque between the first clutch and the transmission mechanism is P1;

[0010] A damping device, the damping device is in contact with the transmission mechanism, and the frictional torque of the contact is P2, and the frictional torque P2 is greater than the frictional torque P1.

[0011] Preferably, the transmission mechanism includes an output gear, and the output gear is in contact with the first clutch and the damping device respectively.

[0012] Preferably, the transmission mechanism includes an output gear and an intermediate gear, the output gear is connected to the first clutch and the intermediate gear respectively, and the damping device is in contact with the intermediate gear.

[0013] Preferably, the transmission mechanism includes an output gear, an intermediate shaft, an intermediate gear and an input gear. The input gear and the intermediate gear are arranged on the intermediate shaft. The input gear is connected to the motor gear of the motor. The output gear is connected to the first clutch and the intermediate gear respectively, and the damping device is in contact with the input gear.

[0014] Preferably, the electric assist vehicle drive system further includes a housing, and the damping device is arranged in the housing.

[0015] Preferably, an installation part is arranged on the inner wall of the housing, and the damping device is arranged in the installation part.

[0016] Preferably, the electric assist vehicle drive system further includes a connecting piece, the damping device is arranged on the connecting piece, and the connecting piece is detachably connected to the installation part.

[0017] Preferably, the damping device is any one of a rubber damper, an elastic member and a plastic.

[0018] Preferably, the output gear is provided with a groove, and at least part of the damping device is arranged in the groove.

[0019] Preferably, the first clutch includes a first outer ring, and the first outer ring is connected to the output gear.

[0020] An electric assist vehicle, including a chainring device, a transmission chain, a wheel and the above-mentioned electric assist vehicle drive system. The chainring device is connected to the output sleeve. One end of the transmission chain is wound around the chainring device, and the other end of the transmission chain is wound around the wheel.

[0021] The beneficial effect of this application is that:

[0022] The electric assist vehicle drive system provided by the present application includes a transmission mechanism, which is connected to the output end of the motor; one end of the first clutch is connected to the output sleeve, and the other end is connected to the transmission mechanism. When the first clutch is in a relaxed state, the frictional torque between the first clutch and the transmission mechanism is P1, and the output sleeve is connected to the chainring device of the electric assist vehicle; the damping device abuts against the transmission mechanism, and the frictional torque of the abutment is P2, and the frictional torque P2 is greater than the frictional torque P1. In the present application, by setting the damping device, the frictional torque P2 configured by the damping device is greater than the frictional torque P1 between the first clutch and the transmission mechanism in the relaxed state, so that the frictional torque P2 overcomes the frictional torque P1. When a person pedals the electric assist vehicle, the transmission mechanism does not rotate with the frictional torque P1 due to the existence of the frictional torque P2, and the non-rotation of the transmission mechanism will not cause the impact of the internal gears of the transmission mechanism. Therefore, the present application fundamentally solves the noise problem caused by gear knocking during riding, thereby giving the rider a better riding experience.

[0023] The electric assist vehicle provided by the present invention includes a chainring, a chain, a wheel, and the above-mentioned electric assist vehicle drive system. The chainring is fixedly connected to the output sleeve, and the chainring is connected to the wheel through a chain. Since the electric assist vehicle drive system can drive the output sleeve to rotate in an electric assist drive mode, the electric assist vehicle can realize electric assist to move forward, greatly saving the physical strength of the rider and accelerating the driving speed; since the electric assist vehicle drive system is provided with a damping device that abuts against the transmission mechanism, the damping device can make the internal gears of the transmission mechanism not rotate with the frictional torque of the first clutch, avoiding the collision between the gears, and thus fundamentally eliminating the noise problem generated by gear knocking during riding and improving the riding experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic structural diagram of the electric assist vehicle provided by the specific embodiment of the present invention;

[0025] Figure 2 is a schematic internal structure diagram of the electric assist vehicle drive system provided by the specific embodiment of the present invention

[0026] Figure 3 is an exploded view of the crankshaft, output sleeve, and output gear provided by the specific embodiment of the present invention;

[0027] Figure 4 is a partial cross-sectional view of the electric assist vehicle drive system provided by the specific embodiment of the present invention;

[0028] Figure 5 is a schematic external structure diagram of the electric assist vehicle drive system provided by the specific embodiment of the present invention.

[0029] In the figure:

[0030] 10 - Electric-assisted vehicle drive system;

[0031] 100 - Frame;

[0032] 200 - Wheel;

[0033] 300 - Pedal;

[0034] 400 - Crank;

[0035] 500 - Chainring device;

[0036] 600 - Transmission bar;

[0037] 700 - Crankshaft

[0038] 800 - Second clutch; 810 - Second wedge; 820 - Second positioning roller;

[0039] 900 - Motor;

[0040] 1 - Transmission mechanism; 11 - Output gear; 111 - Groove; 12 - Intermediate gear; 13 - Input gear; 14 - Intermediate shaft;

[0041] 2 - Output sleeve;

[0042] 3 - First clutch; 31 - First wedge; 32 - First positioning roller; 33 - First outer ring;

[0043] 4 - Damping device;

[0044] 5 - Housing; 51 - Mounting portion. Detailed implementation manners

[0045] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only for explaining the present invention, rather than limiting the present invention. In addition, it should be noted that for the convenience of description, only the parts related to the present invention rather than all the structures are shown in the drawings.

[0046] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0047] In the present invention, unless otherwise clearly specified and defined, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may also include the situation where the first and second features are not in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "under" and "beneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the horizontal height of the first feature is lower than that of the second feature.

[0048] In the description of this embodiment, the orientation or positional relationships such as "above", "below", "right" and "left" are based on the orientation or positional relationships shown in the drawings. They are only for the convenience of description and simplifying the operations, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for distinction in description and have no special meanings.

[0049] As Figure 1 shown, for a common mid-motor type electric assist bicycle in daily life, it mainly consists of a frame 100, wheels 200, pedals 300, cranks 400, chainring devices 500, drive chains 600 and an electric assist bicycle drive system 10 and other structures. The electric assist bicycle drive system 10 is installed on the frame 100. The pedals 300 are connected to the chainring devices 500 through the cranks 400, and the chainring devices 500 are connected to the wheels 200 through the drive chains 600. This electric assist bicycle usually has two riding modes: a manual mode and an assist mode. In the manual mode, the electric assist bicycle drive system 10 is in the off state. At this time, the power of the vehicle completely comes from the rider stepping on the pedals 300, and the power is transmitted to the wheels 200 through the cranks 400 and the drive chains 600, thereby driving the vehicle forward. In the assist mode, the electric assist bicycle drive system 10 is turned on, and the built-in motor 900 can achieve different power outputs according to the force of the rider stepping on the pedals 300, and transmit the power to the wheels 200 through the chainring devices 500 and the drive chains 600, thereby driving the vehicle forward.

[0050] During the riding process of an electric-assisted bicycle, a person's foot drives the pedal 300. The pedal 300 drives the crankshaft 700 to rotate through the crank 400. The second clutch 800 connected to the crankshaft 700 is in a wedged state, enabling the crankshaft 700 to drive the chainring to drive the bicycle forward. At this time, the first clutch 3 connected to the transmission mechanism 1 of the electric-assisted bicycle drive system 10 is in a relaxed state. However, due to the inevitable frictional torque between the first clutch 3 and the output gear 11 of the transmission mechanism 1, the rotation of the crankshaft 700 can still drive the output gear 11 of the transmission mechanism 1 through the first clutch 3. The rotation of the output gear 11 will impact the gear that mates with the output gear 11. For example, the output gear 11 impacts the intermediate gear 12, resulting in gear impact noise during the riding process and affecting the riding experience.

[0051] Therefore, to solve the above problems existing in the prior art, the present application provides an electric-assisted bicycle drive system 10 and an electric-assisted bicycle. As Figures 1 to 4 shown, the electric-assisted bicycle drive system 10 includes a transmission mechanism 1, an output sleeve 2, a first clutch 3, and a damping device 4. The transmission mechanism 1 is connected to the output end of the motor 900; the output sleeve 2 is connected to the chainring device 500 of the electric-assisted bicycle; one end of the first clutch 3 is connected to the output sleeve 2, and the other end is connected to the transmission mechanism 1. When the first clutch 3 is in a relaxed state, the frictional torque between the first clutch 3 and the transmission mechanism 1 is P1; the damping device 4 abuts against the transmission mechanism 1, and the frictional torque of the abutment is P2, and the frictional torque P2 is greater than the frictional torque P1.

[0052] In this embodiment, in the present application, by setting the damping device 4, the configured frictional torque P2 of the damping device 4 is greater than the frictional torque P1 between the first clutch 3 and the transmission mechanism 1 in the relaxed state, so that the frictional torque P2 overcomes the frictional torque P1. When a person pedals the electric-assisted bicycle, due to the frictional torque P2, the transmission mechanism 1 does not rotate along with the frictional torque P1. The non-rotation of the transmission mechanism 1 will not cause the impact of the internal gears of the transmission mechanism 1. Therefore, the present application fundamentally solves the noise problem caused by gear knocking during the riding process, thus giving the rider a better riding experience.

[0053] Specifically, the electric-assisted bicycle drive system 10 further includes a crankshaft 700 and a second clutch 800. The crankshaft 700 is connected to the output sleeve 2 through the second clutch 800. The crankshaft 700 is connected to the crank 400. When the rider pedals the pedal 300, the crank 400 drives the crankshaft 700 to rotate. The second clutch 800 is in a wedged state, and the rotation of the crankshaft 700 transmits power to the output sleeve 2 through the second clutch 800, thereby driving the vehicle forward.

[0054] The specific structure of the transmission mechanism 1 can be set according to actual needs, as long as it can achieve the deceleration and torque increase output of the motor 900; Exemplarily, the transmission mechanism 1 includes an output gear 11, and the output gear 11 is respectively in contact with the first clutch 3 and the damping device 4; Specifically, the output gear 11 is rotationally matched with the output sleeve 2 through the first clutch 3. When the first clutch 3 is in a relaxed state, when a person steps on the crank 400, the output sleeve 2 rotates relative to the first clutch 3 in the first direction driven by the second clutch 800. Although the first clutch 3 is in a released state, there is still a frictional torque P1 between the first clutch 3 and the output gear 11. And because the damping device 4 abuts against the output gear 11 and the frictional torque P2 between the two is greater than P1, the output gear 11 will not rotate following the first clutch 3, so the output gear 11 will not collide with other gears in the transmission mechanism 1 or the motor gear of the motor 900, and thus the noise generated by the collision between the gears is avoided. It can be understood that in this embodiment, when the detection of the electric assist vehicle drive system 10 detects that a person steps on the crankshaft 700 to generate a stepping torque, the motor 900 will output power. At this time, the first clutch 3 is in a wedged state, and the power output by the motor 900 is transmitted to the output sleeve 2 through the transmission mechanism 1 and the first clutch 3 to achieve assistance.

[0055] In another embodiment, the transmission mechanism 1 includes an output gear 11, an intermediate gear 12 and an input gear 13. The output gear 11 is respectively connected to the first clutch 3 and the intermediate gear 12, and the damping device 4 abuts against the intermediate gear 12; Specifically, the output gear 11 is rotationally matched with the output sleeve 2 through the first clutch 3. The intermediate gear 12 is meshed with the output gear 11, and the motor gear of the motor 900 is connected to the input gear 13. The motor 900 can drive the output gear 11 to rotate through the input gear 13; When the first clutch 3 is in a relaxed state, at this time the output sleeve 2 rotates relative to the first clutch 3 in the first direction driven by the second clutch 800. There is a frictional torque P1 between the first clutch 3 and the output gear 11. Therefore, the output gear 11 will transmit the torque P1 to the intermediate gear 12 under the drive of the first clutch 3. And because the damping device 4 abuts against the intermediate gear 12 and the frictional torque P2 between the two is greater than P1, the intermediate gear 12 will not rotate following the output gear 11, and thus will not drive the input gear 13, so the input gear 13 will not collide with the motor gear of the motor 900, and thus the noise generated by the collision between the gears is avoided.

[0056] In yet another embodiment, as Figure 2As shown in the figure, the transmission mechanism 1 includes an output gear 11, an intermediate shaft 14, an intermediate gear 12, and an input gear 13. The input gear 13 and the intermediate gear 12 are arranged on the intermediate shaft 14. The input gear 13 is connected to the motor gear of the motor 900. The output gear 11 is respectively connected to the first clutch 3 and the intermediate gear 12. The damping device 4 abuts against the input gear 13. Specifically, the output gear 11 is rotationally matched with the output sleeve 2 through the first clutch 3. The input gear 13 and the intermediate gear 12 are fixedly arranged on the intermediate shaft 14 and rotate synchronously. The intermediate gear 12 meshes with the output gear 11. The motor gear of the motor 900 is connected to the input gear 13. The motor gear of the motor 900 drives the intermediate gear 12 to rotate through the input gear 13, and then drives the output gear 11 to rotate. When the first clutch is in a relaxed state, at this time, the output sleeve 2 rotates relative to the first clutch 3 in the first direction driven by the second clutch 800. There is a frictional torque P1 between the first clutch 3 and the output gear 11. Therefore, the output gear 11 will transmit the torque P1 to the input gear 13 under the drive of the first clutch 3. Since the damping device 4 abuts against the input gear 13 and the frictional torque P2 between the two is greater than P1, the input gear 13 will not rotate following the output gear 11. Then the input gear 13 will not collide with the motor gear of the motor 900, and thus the noise generated by the collision between the gears is avoided.

[0057] It can be understood that multiple damping devices 4 can also be provided according to the number of gears at all levels in the transmission mechanism 1, and respectively abut against each gear in the transmission mechanism 1 to eliminate the noise generated by the collision between the gears at all levels.

[0058] In order to protect the transmission mechanism 1, the first clutch 3, the damping device 4, etc., as Figure 4 and Figure 5 shown, the electric assist vehicle drive system 10 further includes a housing 5. The damping device 4 is arranged in the housing 5. Specifically, the motor 900, the transmission mechanism 1, the first clutch 3, and the damping device 4 are arranged inside the housing 5. The output sleeve 2 penetrates through the housing 5 and is rotationally matched with the housing 5 through a bearing. The housing 5 can protect the internal structure therein, preventing the internal structure from being damaged due to being knocked or contaminated by foreign objects during riding. The shape and internal structure of the housing 5 can be set according to actual needs, as long as it can protect the internal structure and stably fix the damping device 4.

[0059] As Figure 4As shown, an installation part 51 is provided on the inner wall of the housing 5, and the damping device 4 is fixedly arranged on the installation part 51. The installation part 51 can be a convex structure protruding from the inner wall of the housing 5. At this time, the damping device 4 can be connected to the installation part 51 by means of screwing, clamping, etc.; the installation part 51 can also be a groove structure recessed from the inner wall of the housing 5. At this time, the damping device 4 can be connected to the installation part 51 by means of bonding, plugging, etc.; as long as stable connection with the damping device 4 can be achieved, the specific structure of the installation part 51 is not limited herein.

[0060] In this embodiment, the electric assist vehicle drive system 10 further includes a connecting member. The damping device 4 is arranged on the connecting member, and the connecting member is detachably connected to the installation part 51; specifically, the installation part 51 is a convex block protruding from the inner wall of the housing 5, and a threaded hole is provided on the installation part 51. The connecting member is a bolt or screw rod, sleeve, etc. The damping device 4 is attached to the connecting member. By screwing the connecting member into the threaded hole, the quick connection between the damping device 4 and the installation part 51 can be realized, thereby reducing the connection difficulty between the two. In another embodiment, as Figure 3 shown, the installation part 51 is an annular structure protruding from the inner wall of the housing 5, and the damping device 4 is a matching annular structure. The damping device 4 is sleeved on the installation part 51, and one side of the damping device 4 away from the installation part 51 abuts against the transmission mechanism 1.

[0061] The specific material of the damping device 4 can be selected according to actual needs as long as it can generate an effective frictional torque on the transmission mechanism 1; exemplarily, the damping device 4 is any one of rubber damping, elastic member and plastic.

[0062] Furthermore, as Figure 3 and Figure 4 shown, the output gear 11 is provided with a groove 111, and at least part of the damping device 4 is arranged in the groove 111; specifically, a groove 111 is provided on the output gear 11. The groove 111 can be continuously arranged along the circumferential direction of the output gear 11, or can be evenly arranged in segments on the output gear 11. One side of the damping device 4 is fixedly connected to the inner wall of the housing 5, and the other side is arranged in the groove 111 and abuts against the output gear 11, thereby saving the occupied space of the damping device 4; the groove 111 can be arranged on the inner peripheral surface of the output gear 11, or can be arranged on the end faces on both sides of the output gear 11. In another embodiment, the output gear 11 may not be provided with a groove 111, and the damping device 4 directly abuts against the end faces on both sides of the output gear 11.

[0063] The specific structure of the first clutch 3 can be set according to actual needs as long as its one-way transmission function can be realized. Exemplarily, as Figure 3As shown in the figure, the first clutch 3 includes a first outer ring 33, a first inner ring, first wedges 31 and first positioning rollers 32. The first outer ring 33 is connected to the output gear 11. The first clutch 3 can be a wedge-type one-way clutch, a needle roller clutch, etc. commonly used in the art. The present application does not limit the type of the clutch. The first wedges 31 and the first positioning rollers 32 are both rotatably arranged between the first outer ring 33 and the first inner ring. The first outer ring 33 is fixedly arranged on the inner peripheral surface of the output gear 11 and can be driven by the output gear 11 to rotate synchronously. The first inner ring is fixedly arranged on the outer peripheral surface of the output sleeve 2 and can be driven by the output sleeve 2 to rotate synchronously. The second clutch 800 has the same structure as the first clutch 3. The second clutch 800 includes a second outer ring, a second inner ring, second wedges 810 and second positioning rollers 820. The second wedges 810 and the second positioning rollers 820 are both rotatably arranged between the second outer ring and the second inner ring. The second outer ring is fixedly arranged on the inner peripheral surface of the output sleeve 2 and can be driven by the output sleeve 2 to rotate synchronously. The second inner ring is fixedly arranged on the outer peripheral surface of the crankshaft 700 and can be driven by the crankshaft 700 to rotate synchronously.

[0064] The present application also provides an electric assist vehicle, such as Figure 1 As shown in the figure, it includes a chainring device 500, a drive chain 600, a wheel 200 and the above-mentioned electric assist vehicle drive system 10. The chainring device 500 is connected to the output sleeve 2. One end of the drive chain 600 is wound around the chainring device 500, and the other end of the drive chain 600 is wound around the wheel 200. In this embodiment, since the electric assist vehicle drive system 10 can drive the output sleeve 2 to rotate in an electric assist driving manner, the electric assist vehicle can realize electric assist for forward movement, greatly saving the physical strength of the rider and increasing the driving speed. Since the electric assist vehicle drive system 10 is provided with a damping device 4 abutted against the transmission mechanism 1, the damping device 4 can prevent the gears inside the transmission mechanism 1 from rotating with the frictional torque of the first clutch 3, avoiding the collision between the gears, and thus eliminating the noise problem caused by gear knocking during riding from the root and improving the riding experience.

[0065] Specifically, the electric assist bicycle drive system 10 is connected to the frame 100 of the electric assist bicycle through the housing 5. The pedal 300 is connected to the crankshaft 700 through the crank 400. The crankshaft 700 is rotationally engaged with the output sleeve 2 through the second clutch 800. The output sleeve 2 is fixedly connected to the chainring device 500. The chainring device 500 is connected to the wheel 200 through the transmission chain 600. When the chainring device 500 rotates driven by the output sleeve 2, the power will be transmitted to the wheel 200 through the transmission chain 600, thereby driving the vehicle forward. In the assist mode, when the rider steps on the pedal 300, the second clutch 800 is in a wedged state, and the crankshaft 700 will drive the output sleeve 2 to rotate through the second clutch 800. At this time, the motor 900 can achieve different power outputs according to the different forces of the rider stepping on the pedal 300. The transmission mechanism 1 will transmit the power to the output sleeve 2 through the first clutch 3 in the wedged state, thereby driving the chainring device 500 to rotate to drive the vehicle forward.

[0066] Obviously, the above-mentioned embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limiting the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. An electric assisted bicycle driving system, characterized in that: include: A transmission mechanism (1), wherein the transmission mechanism (1) is connected to an output end of the motor (900); An output sleeve (2), the output sleeve (2) being connected to a crankset device (500) of an electric power-assisted bicycle; A first clutch (3), one end of the first clutch (3) is connected to the output sleeve (2), and the other end is connected to the transmission mechanism (1), and when the first clutch (3) is in a released state, the friction torque between the first clutch (3) and the transmission mechanism (1) is P1; A damping device (4), wherein the damping device (4) abuts against the transmission mechanism (1), and the abutting friction torque is P2, and the friction torque P2 is greater than the friction torque P1.

2. The electric power-assisted vehicle driving system according to claim 1, characterized in that: The transmission mechanism (1) comprises an output gear (11), and the output gear (11) is respectively in contact with the first clutch (3) and the damping device (4).

3. The electric power-assisted bicycle driving system according to claim 1, characterized in that: The transmission mechanism (1) comprises an output gear (11) and an intermediate gear (12); the output gear (11) is connected to the first clutch (3) and the intermediate gear (12) respectively; and the damping device (4) is in abutment with the intermediate gear (12).

4. The electric power-assisted bicycle driving system according to claim 1, characterized in that: The transmission mechanism (1) comprises an output gear (11), an intermediate shaft (14), an intermediate gear (12) and an input gear (13); the input gear (13) and the intermediate gear (12) are arranged on the intermediate shaft (14); the input gear (13) is connected to the motor gear of the motor (900); the output gear (11) is respectively connected to the first clutch (3) and the intermediate gear (12); and the damping device (4) is in contact with the input gear (13).

5. The electric power-assisted vehicle driving system according to any one of claims 1 to 4, characterized in that: The electric power-assisted vehicle driving system further comprises a housing (5), and the damping device (4) is arranged on the housing (5).

6. The electric power-assisted vehicle driving system according to claim 5, characterized in that: A mounting portion (51) is provided on the inner wall of the housing (5), and the damping device (4) is arranged on the mounting portion (51).

7. The electric power-assisted vehicle driving system according to claim 6, characterized in that: The electric power-assisted vehicle driving system further comprises a connecting member, the damping device (4) is arranged on the connecting member, and the connecting member is detachably connected to the mounting portion (51).

8. The electric assisted bicycle driving system according to claim 5, characterized in that: The damping device (4) is any one of a rubber damper, an elastic member and plastic.

9. The electric assisted bicycle driving system according to claim 2, characterized in that: The output gear (11) is provided with a groove (111), and at least a portion of the damping device (4) is arranged in the groove (111).

10. The electric power-assisted bicycle driving system according to claim 2, characterized in that: The first clutch (3) comprises a first outer ring (33), and the first outer ring (33) is connected to the output gear (11).

11. An electric assisted bicycle, characterized in that: The invention comprises a crankset device (500), a transmission bar (600), a wheel (200) and an electric power-assisted bicycle driving system as claimed in any one of claims 1 to 10, wherein the crankset device (500) is connected to the output sleeve (2), one end of the transmission bar (600) is wound around the crankset device (500), and the other end of the transmission bar (600) is wound around the wheel (200).

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