Electric motorcycle

Abstract

The invention provides an electric motorcycle which comprises a supporting frame, a driving assembly, a first transmission assembly and a second transmission assembly, and a front wheel and a rear wheel are rotationally arranged on the supporting frame; the driving assembly is connected with the supporting frame and located between the front wheel and the rear wheel. The driving assembly is in driving connection with the input end of the first transmission assembly; the output end of the first transmission assembly is connected with the input end of the second transmission assembly, and the output end of the second transmission assembly is connected with a hub of the rear wheel. The first transmission assembly comprises a transmission shaft and two universal joints located at the two axial ends of the transmission shaft. The problems that a chain transmission system in the prior art has periodic impact and non-uniform linear speed, obvious vibration and high-frequency noise are easily caused under the high-speed or high-load working condition, and the riding comfort is reduced are solved.

Description

Technical Field

[0001] This invention relates to the field of electric motorcycle technology, and more specifically, to an electric motorcycle. Background Technology

[0002] Currently, electric motorcycles generally use a chain drive system as the power transmission solution. Its structure consists of a motor, reducer, front sprocket, chain, rear sprocket and rear wheel hub. After the power is output by the motor, it is accelerated or decelerated by the reducer, and then the rotational power is transmitted to the rear wheel by the chain.

[0003] The aforementioned chain drive system is widely used due to its low cost, ease of installation, and mature technology. However, as a multi-linked, rigid component, the chain requires regular lubrication, tension adjustment, and wear checks during long-term service. Especially in harsh environments such as rain, snow, and mud, it is prone to rust, chain slippage, and chain breakage, leading to decreased reliability, high maintenance frequency, and impacting the user experience. Furthermore, the periodic impacts and non-uniform linear velocity during chain-sprocket engagement can cause significant vibration and high-frequency noise under high-speed or high-load conditions, reducing riding comfort. The sliding friction losses from its multi-linked articulated structure also result in a transmission efficiency generally below 90%, indirectly shortening the electric vehicle's range.

[0004] Furthermore, chain drive requires the motor-end sprocket and the wheel-end sprocket to be on the same plane, which greatly limits the platform layout of electric drive in electric motorcycles. Although some high-end gasoline motorcycles use shaft drive instead of chain, they generally use traditional cross-shaft universal joints as the intermediate link for power transmission. This structure will produce obvious angular velocity fluctuations when there is an angle between the input shaft and the output shaft, resulting in uneven torque output, causing "jerkiness" and power interruption, which seriously affects the ride smoothness and driving quality of electric motorcycles, making it difficult to meet the increasingly higher performance requirements of electric motorcycles for quietness, responsiveness and high reliability. Summary of the Invention

[0005] The main objective of this invention is to provide an electric motorcycle that solves the problem that existing chain drive systems suffer from periodic impacts and non-uniform linear speeds, which can easily cause significant vibrations and high-frequency noise under high-speed or high-load conditions, thus reducing riding comfort.

[0006] To achieve the above objectives, the present invention provides an electric motorcycle, comprising a support frame, a drive assembly, a first transmission assembly, and a second transmission assembly, wherein a front wheel and a rear wheel are rotatably mounted on the support frame; the drive assembly is connected to the support frame and located between the front wheel and the rear wheel; the drive assembly is drivenly connected to the input end of the first transmission assembly; the output end of the first transmission assembly is connected to the input end of the second transmission assembly, and the output end of the second transmission assembly is connected to the hub of the rear wheel; wherein the first transmission assembly includes a drive shaft and two universal joints located at both axial ends of the drive shaft.

[0007] In one exemplary embodiment, the power transmission direction of the first transmission component is along the axial direction of the drive shaft; the power transmission direction of the second transmission component is changed from the axial direction of the drive shaft to the axial direction of the wheel hub.

[0008] In one exemplary embodiment, the two universal joints include a three-ball pin universal joint and a ball cage universal joint.

[0009] In an exemplary embodiment, the first transmission assembly has a fixed end and a sliding end. A three-ball-pin universal joint is connected to the first end of the drive shaft to form the sliding end, and a ball-cage universal joint is connected to the second end of the drive shaft to form the fixed end. A drive assembly is driven to the input end of the three-ball-pin universal joint, and the output end of the three-ball-pin universal joint is axially extendable along the drive shaft and connected to the first end of the drive shaft, so that the drive shaft moves synchronously along its axial direction as the output end of the three-ball-pin universal joint extends and retracts. The input end of the ball-cage universal joint is connected to the second end of the drive shaft, and the output end of the ball-cage universal joint is connected to the input end of the second transmission assembly. The ball-cage universal joint is used to transmit torque to the second transmission assembly at a large angle and constant speed.

[0010] In one exemplary embodiment, the drive assembly includes a motor and a reducer, wherein the motor is connected to a support frame and has a motor shaft; the motor shaft is connected to the input end of the reducer, and the output end of the reducer is connected to the input end of the first transmission assembly.

[0011] In one exemplary embodiment, the electric motorcycle also includes a coupling, through which the output end of the first transmission component is connected to the input end of the second transmission component to compensate for minor shaft misalignment and reduce assembly tolerance requirements.

[0012] In an exemplary embodiment, the second transmission assembly includes a gearbox, a first bevel gear, and a second bevel gear. The gearbox has a receiving cavity and a first clearance through hole and a second clearance through hole communicating with the receiving cavity. The input end of the first bevel gear extends through the first clearance through hole and is connected to the output end of the first transmission assembly. The output end of the first bevel gear has a first meshing tooth, at least the first meshing tooth being located within the receiving cavity. The input end of the second bevel gear has a second meshing tooth, at least the second meshing tooth being located within the receiving cavity and meshing with the first meshing tooth. The output end of the second bevel gear extends through the second clearance through hole and is connected to a hub.

[0013] In one exemplary embodiment, the direction from the input end to the output end of the first bevel gear is aligned with the axial direction of the drive shaft; the direction from the input end to the output end of the second bevel gear is aligned with the axial direction of the hub and perpendicular to the axial direction of the drive shaft.

[0014] In one exemplary embodiment, the input end of the first bevel gear is coaxially arranged with the output end of the first transmission assembly.

[0015] In one exemplary embodiment, the support frame includes a frame, a handlebar assembly, and a swingarm structure, wherein a drive assembly is connected to the frame; the handlebar assembly is connected to the frame, and the front wheel is rotatably mounted on the handlebar assembly; the front end of the swingarm structure is connected to the frame, and the rear wheel is rotatably mounted on the rear end of the swingarm structure.

[0016] By applying the technical solution of this invention, an electric motorcycle achieves efficient, chain-free power transmission by setting a first transmission component, including a drive shaft and universal joints at both ends of the axial direction, between the drive assembly and the rear wheel hub. Traditional electric motorcycles rely on chain drive, which suffers from problems such as easy wear, frequent lubrication and maintenance, poor transmission smoothness, high energy loss, and the layout of the motor and reducer being limited by chain tension and alignment requirements. While traditional cross-shaft shaft drives can avoid the chain, the single-point hinge structure leads to uneven angular velocity, causing speed fluctuations and jerking at the output end. This solution, by setting a universal joint at each end of the drive shaft, forms a double universal joint constant velocity transmission structure, enabling the power transmission between the drive assembly and the rear wheel hub to maintain a nearly constant angular velocity output even with angular offsets or axial displacements, effectively eliminating speed fluctuations and jerking. At the same time, this closed transmission path avoids dust erosion, lubrication failure, and abnormal noise problems caused by the chain being exposed to the external environment, significantly improving transmission efficiency and system reliability. The flexible connection characteristics of the universal joint allow the drive components to be flexibly arranged on the support frame without strict alignment with the rear wheel hub, significantly improving the freedom of vehicle structural design and assembly tolerance. Therefore, this solution achieves high smoothness, low maintenance, and high layout adaptability in power transmission without relying on chains, comprehensively solving the technical defects of existing technologies such as frequent maintenance, low efficiency, poor smoothness, and limited layout of chain drives, as well as the speed fluctuations and jerks inherent in traditional shaft drives.

[0017] Based on the first transmission assembly 30 provided in this application, which includes a transmission shaft 31 and two universal joints located at both axial ends of the transmission shaft 31, the electric motorcycle provided in this application has the following beneficial effects:

[0018] 1. The shaft drive system has a closed structure, which is dustproof and waterproof, significantly reduces the failure rate, can adapt to harsh operating environments, and improves safety.

[0019] 2. Compared to chain drives, shaft drives transmit power through universal joints, resulting in a smoother transmission process without intermittent impacts. The drive shaft is typically a closed design, reducing vibration and external interference, and producing lower and more stable noise. 3. In the long run, chain drives experience decreased efficiency due to deteriorating lubrication conditions, while shaft drives, operating in a sealed environment with ample lubrication, tend to be more efficient than chain drives in the long term.

[0020] 4. Shaft drive components are easy to install, which is conducive to achieving a low center of gravity layout. At the same time, chain drive requires two sprockets to be on the same plane, which places higher demands on product selection and installation position, and is not conducive to platform development. Shaft drive means that the arrangement of motors and reducers is more flexible.

[0021] 5. It solves the shortcomings of traditional cross-type universal joints, such as speed fluctuations and jerking sensations. Attached Figure Description

[0022] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0023] Figure 1 A partial structural schematic diagram of an electric motorcycle according to an optional embodiment of the present invention is shown;

[0024] Figure 2 It shows Figure 1 A cross-sectional view of the drive assembly, first transmission assembly, second transmission assembly, and coupling of the electric motorcycle in the assembly state.

[0025] Figure 3 It shows Figure 1 A schematic diagram of the three-ball pin universal joint of an electric motorcycle;

[0026] Figure 4 It shows Figure 1 A schematic diagram of the ball-cage universal joint of an electric motorcycle.

[0027] The above figures include the following reference numerals:

[0028] 10. Support frame; 11. Front wheel; 12. Rear wheel; 121. Wheel hub; 13. Frame; 14. Handlebar assembly; 15. Swing fork structure;

[0029] 20. Drive assembly; 21. Motor; 22. Reducer;

[0030] 30. First transmission assembly; 31. Drive shaft; 32. Three-ball pin universal joint; 33. Ball cage universal joint;

[0031] 40. Second transmission assembly; 41. Gearbox; 411. Receiving cavity; 42. First bevel gear; 43. Second bevel gear;

[0032] 50. Couplings. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0034] To address the problems of periodic impacts and non-uniform linear speeds in existing chain drive systems, which can easily lead to significant vibrations and high-frequency noise under high-speed or high-load conditions, thus reducing riding comfort, this invention provides an electric motorcycle.

[0035] like Figures 1 to 4 As shown, the electric motorcycle includes a support frame 10, a drive assembly 20, a first transmission assembly 30, and a second transmission assembly 40. A front wheel 11 and a rear wheel 12 are rotatably mounted on the support frame 10. The drive assembly 20 is connected to the support frame 10 and is located between the front wheel 11 and the rear wheel 12. The drive assembly 20 is drivenly connected to the input end of the first transmission assembly 30. The output end of the first transmission assembly 30 is connected to the input end of the second transmission assembly 40, and the output end of the second transmission assembly 40 is connected to the hub 121 of the rear wheel 12. The first transmission assembly 30 includes a drive shaft 31 and two universal joints located at both axial ends of the drive shaft 31.

[0036] Using the technical solution of this application, the electric motorcycle includes a support frame 10, on which a front wheel 11 and a rear wheel 12 are rotatably mounted. A drive assembly 20 is connected to the support frame 10 and located between the front wheel 11 and the rear wheel 12. The input end of the first transmission assembly 30 is drivenly connected to the drive assembly 20, and its output end is connected to the input end of the second transmission assembly 40. The output end of the second transmission assembly 40 is connected to the hub 121 of the rear wheel 12. The first transmission assembly 30 consists of a drive shaft 31 and two universal joints located at both ends of the drive shaft 31 along its axial direction. This structure directly transmits power to the drive assembly 20 via the drive shaft 31, and achieves smooth power transmission at different angles and relative displacements with the help of universal joints at both ends, completely eliminating the tension adjustment, lubrication maintenance, and meshing vibration problems required by traditional chain drives. At the same time, the flexible connection characteristics of the universal joints eliminate the need for rigid alignment between the drive assembly 20 and the hub 121 of the rear wheel 12, significantly improving the layout freedom of the motor and reducer on the support frame 10, and avoiding the decrease in transmission efficiency and power jerking caused by limited installation space. Since the power is transmitted in a closed, low-friction, and non-meshing manner through the drive shaft 31 and universal joints, energy loss is effectively reduced, and the overall transmission efficiency and running smoothness are improved, thereby solving the technical problems of frequent maintenance, uneven transmission, low efficiency, and limited layout of chain drives in existing electric motorcycles.

[0037] Based on the first transmission assembly 30 provided in this application, which includes a transmission shaft 31 and two universal joints located at both axial ends of the transmission shaft 31, the electric motorcycle provided in this application has the following beneficial effects:

[0038] 1. The shaft drive system has a closed structure, which is dustproof and waterproof, significantly reduces the failure rate, can adapt to harsh operating environments, and improves safety.

[0039] 2. Compared to chain drives, shaft drives transmit power through universal joints, resulting in a smoother transmission process without intermittent impacts. The drive shaft is typically a closed design, reducing vibration and external interference, and producing lower and more stable noise. 3. In the long run, chain drives experience decreased efficiency due to deteriorating lubrication conditions, while shaft drives, operating in a sealed environment with ample lubrication, tend to be more efficient than chain drives in the long term.

[0040] 4. Shaft drive components are easy to install, which is conducive to achieving a low center of gravity layout. At the same time, chain drive requires two sprockets to be on the same plane, which places higher demands on product selection and installation position, and is not conducive to platform development. Shaft drive means that the arrangement of motors and reducers is more flexible.

[0041] 5. It solves the shortcomings of traditional cross-type universal joints, such as speed fluctuations and jerking sensations.

[0042] In one exemplary embodiment, the power transmission direction of the first transmission component 30 is along the axial direction of the transmission shaft 31; the power transmission direction of the second transmission component 40 is changed from the axial direction of the transmission shaft 31 to the axial direction of the hub 121. In this way, the power transmission direction of the first transmission component 30 is along the axial direction of the drive shaft 31, enabling the power transmitted by the drive component to be smoothly transmitted in a straight axial manner, avoiding speed fluctuations and jerks caused by sudden angle changes in traditional cross-shaft transmissions. The input end of the second transmission component 40 is directly connected to the output end of the drive shaft 31, and its output end is connected to the wheel hub 121 of the rear wheel, converting the power transmission direction from the axial direction of the drive shaft 31 to the axial direction of the wheel hub 121, realizing directional steering of the power path, ensuring that the power is precisely aligned with the rotation axis of the wheel hub 121 when it reaches the rear wheel, thereby eliminating structural interference and transmission efficiency loss caused by mismatch in direction. This coordinated design of axial transmission and axial conversion makes the entire path of power from the drive component to the wheel hub 121 form a continuous and seamless transmission chain, improving the smoothness, efficiency and structural integration of the transmission system, while providing greater spatial freedom for the layout of the motor and reducer in the middle of the frame, effectively solving the problems of frequent maintenance of traditional chain drives and jerks in shaft drives.

[0043] Furthermore, in this application, the two universal joints include a three-ball-pin universal joint 32 and a ball-cage universal joint 33. Thus, the two ends of the drive shaft 31 are respectively equipped with a three-ball-pin universal joint 32 and a ball-cage universal joint 33. The three-ball-pin universal joint 32 is located at the end closer to the drive assembly, effectively compensating for axial expansion and contraction displacement of the drive shaft caused by vehicle bumps, ensuring continuous power transmission. The ball-cage universal joint 33 is located at the end closer to the rear wheel hub, enabling constant-speed torque transmission under large-angle deflection conditions, eliminating speed fluctuations and jerking caused by angle changes in traditional cross-type universal joints. The two work together to ensure that the drive shaft maintains smooth, shock-free power transmission characteristics even under complex operating conditions, significantly improving the ride smoothness and handling comfort of the electric motorcycle.

[0044] In an exemplary embodiment, the first transmission assembly 30 has a fixed end and a sliding end. A three-ball-pin universal joint 32 is connected to the first end of the transmission shaft 31 to form a sliding end, and a ball-cage universal joint 33 is connected to the second end of the transmission shaft 31 to form a fixed end. The drive assembly 20 is drivenly connected to the input end of the three-ball-pin universal joint 32. The output end of the three-ball-pin universal joint 32 is axially extendable along the transmission shaft 31 and connected to the first end of the transmission shaft 31, so that the transmission shaft 31 moves synchronously along its axial direction as the output end of the three-ball-pin universal joint 32 extends and retracts. The input end of the ball-cage universal joint 33 is connected to the second end of the transmission shaft 31, and the output end of the ball-cage universal joint 33 is connected to the input end of the second transmission assembly 40. The ball-cage universal joint 33 is used to transmit torque to the second transmission assembly 40 at a large angle and constant speed. In this way, the drive assembly is driven to the input end of the three-ball-pin universal joint 32, and the output end of the three-ball-pin universal joint 32 is axially extendable along the drive shaft 31 and connected to the first end of the drive shaft 31. This allows the drive shaft 31 to move synchronously with the axial extension and retraction of the output end of the three-ball-pin universal joint 32, thereby effectively compensating for the axial length change of the drive shaft 31 caused by the swing of the rear wheel and eliminating the impact and jerking caused by axial constraints. At the same time, the ball cage universal joint 33 is connected to the second end of the drive shaft 31 to form a fixed end. Its input end is rigidly connected to the second end of the drive shaft 31, and its output end is connected to the input end of the second transmission assembly 40. The ball cage universal joint 33 can transmit torque stably and at a constant speed at a large angle, effectively solving the problem of speed fluctuation and uneven power output caused by the non-coplanar arrangement of the motor and bevel gearbox due to installation space limitations. The two work together to achieve the dual function improvement of axial compensation and large-angle constant speed transmission without changing the overall transmission path, significantly improving the power smoothness and structural reliability of the electric motorcycle under complex road conditions.

[0045] like Figure 1 and Figure 2As shown, the drive assembly 20 includes a motor 21 and a reducer 22. The motor 21 is connected to the support frame 10 and has a motor shaft. The motor shaft is connected to the input end of the reducer 22, and the output end of the reducer 22 is connected to the input end of the first transmission assembly 30. In this way, the motor 21 is fixedly connected to the support frame 10, and its motor shaft is directly connected to the input end of the reducer 22. The output end of the reducer 22 is connected to the input end of the first transmission component 30, thus constructing a continuous and rigidly matched power transmission path from the motor 21 to the rear wheel. This structure allows the torque output by the motor 21 to be accurately transmitted to the reducer 22 via the motor shaft. After reduction, the output end of the reducer 22 directly drives the transmission shaft of the first transmission component 30, avoiding the jerking and efficiency loss caused by tension fluctuations in traditional chain drives. At the same time, since the drive component 20 is located between the front wheel and the rear wheel, and with the transmission shaft structure with universal joints at both ends, it effectively adapts to the structural space constraints of the support frame 10, improves the layout freedom of the motor 21 and the reducer 22, ensures a smooth, continuous and uninterrupted power transmission process, and significantly enhances the ride smoothness and system reliability of the electric motorcycle.

[0046] like Figure 2 As shown, the electric motorcycle also includes a coupling 50. The output end of the first transmission component 30 is connected to the input end of the second transmission component 40 via the coupling 50 to compensate for minor axis misalignment and reduce assembly tolerance requirements. In this way, the connection between the output end of the first transmission component 30 and the input end of the second transmission component 40 via the coupling 50 ensures that when the drive component rotates the drive shaft, even if a minor axis misalignment occurs between the first transmission component 30 and the second transmission component 40 due to assembly errors or vehicle vibration, the coupling 50 can still absorb and compensate for this misalignment through its own elastic or flexible structure. This ensures smooth power transmission to the rear wheel hub, avoiding stress concentration, transmission noise, or component wear caused by rigid connections, significantly improving the reliability and durability of the transmission system. Simultaneously, this structure reduces the precision requirements for the alignment of the first transmission component 30 and the second transmission component 40, simplifying the vehicle assembly process and improving production efficiency and consistency.

[0047] like Figure 2As shown, the second transmission assembly 40 includes a gearbox 41, a first bevel gear 42, and a second bevel gear 43. The gearbox 41 has a receiving cavity 411 and a first clearance through hole and a second clearance through hole communicating with the receiving cavity 411. The input end of the first bevel gear 42 passes through the first clearance through hole and is connected to the output end of the first transmission assembly 30. The output end of the first bevel gear 42 has a first meshing tooth, at least the first meshing tooth is located in the receiving cavity 411. The input end of the second bevel gear 43 has a second meshing tooth, at least the second meshing tooth is located in the receiving cavity 411 and meshes with the first meshing tooth. The output end of the second bevel gear 43 passes through the second clearance through hole and is connected to the hub 121. In this way, the second transmission assembly 40 constructs a closed receiving cavity 411 through the gearbox 41, and a first clearance through hole and a second clearance through hole are provided on the gearbox 41, so that the input end of the first bevel gear 42 can pass through the first clearance through hole and dock with the output end of the first transmission assembly 30, while the output end of the second bevel gear 43 passes through the second clearance through hole and is directly connected to the hub 121. The output end of the first bevel gear 42 is provided with a first meshing tooth, and the input end of the second bevel gear 43 is provided with a second meshing tooth. Both are at least partially located in the receiving cavity 411 and mesh with each other. The axial power transmitted from the first transmission component 30 is converted into radial rotational power required to drive the wheel hub 121 by a 90-degree directional change through a bevel gear meshing structure within the receiving cavity 411. This structure not only avoids speed fluctuations and jerks present in traditional cross-shaft shaft transmissions, but also improves transmission efficiency and sealing through the closed design of the gearbox 41, reducing lubrication leakage and the intrusion of external impurities. At the same time, it optimizes the layout space between the drive component 20 and the rear wheel 12, making the overall structure of the electric motorcycle more compact, reliable, and smoother in operation.

[0048] In an exemplary embodiment, the direction from the input end to the output end of the first bevel gear 42 is aligned with the axial direction of the drive shaft 31; the direction from the input end to the output end of the second bevel gear 43 is aligned with the axial direction of the hub 121 and perpendicular to the axial direction of the drive shaft 31. This alignment of the input end to the output end of the first bevel gear 42 with the axial direction of the drive shaft 31 allows axial power from the drive shaft 31 to be directly transmitted along its own axis to the first meshing teeth of the first bevel gear 42, avoiding stress concentration and structural interference caused by directional deviation in the power transmission path. Simultaneously, the alignment of the input end to the output end of the second bevel gear 43 with the axial direction of the hub 121 and perpendicular to the axial direction of the drive shaft 31 ensures precise meshing between the first meshing teeth of the first bevel gear 42 and the second meshing teeth of the second bevel gear 43 within the receiving cavity of the gearbox 41. The precise 90° power steering allows power to be efficiently transmitted to the second bevel gear 43 via the meshing tooth surface and then directly output along the axial direction of the hub 121 without the need for additional transition components or space compensation structures. This achieves a precise conversion of power direction without changing the relative installation position of the drive shaft 31 and the gearbox 41, effectively solving the layout conflict caused by the axial mismatch between the drive shaft and the bevel gearbox in traditional structures. It provides a structural basis for the flexible arrangement of the motor and the hub 121 in different planes and at different angles, and improves the feasibility of the vehicle's low center of gravity design and its platform adaptability.

[0049] In an exemplary embodiment, the input end of the first bevel gear 42 is coaxially arranged with the output end of the first transmission assembly 30. This coaxial arrangement ensures that power is transmitted directly and eccentrically from the output end of the first transmission assembly 30 to the first bevel gear 42 along the axial direction, avoiding bending moments and localized stress concentrations caused by axial misalignment. It also ensures uniform and stable contact between the first and second meshing teeth throughout the entire meshing area, significantly improving meshing reliability and smoothness during transmission. Simultaneously, this coaxial structure ensures that the rotation center of the first bevel gear 42 is completely aligned with the output axis of the first transmission assembly 30, effectively eliminating vibrations and jerks caused by angular deviations in traditional non-coaxial connections. This enhances the operational stability of the entire transmission system, thereby improving the driving comfort and transmission efficiency of the electric motorcycle.

[0050] like Figure 1As shown, the support frame 10 includes a frame 13, a handlebar assembly 14, and a swingarm structure 15. The drive assembly 20 is connected to the frame 13; the handlebar assembly 14 is connected to the frame 13, and the front wheel 11 is rotatably mounted on the handlebar assembly 14; the front end of the swingarm structure 15 is connected to the frame 13, and the rear wheel 12 is rotatably mounted on the rear end of the swingarm structure 15. Thus, the support frame 10, including the frame 13 and the drive assembly 20 connected to the frame 13, provides direct and stable structural support for the power input end of the drive assembly 20, avoiding power transmission vibration and displacement deviation caused by suspension or indirect fixing. The handlebar assembly 14 is connected to the frame 13, and the front wheel 11 is rotatably mounted on the handlebar assembly 14, ensuring that the steering mechanism of the front wheel 11 and the frame 13 form an integrated cooperative relationship, improving the accuracy of handling response and structural rigidity. The front end of the swingarm structure 15 is connected to the frame 13, and the rear wheel 12 is rotatably mounted on the swingarm structure 15. Positioned at the rear end of the swingarm structure 15, the installation of the rear wheel 12 and the power output end are rigidly linked with the frame 13 through the swingarm structure 15. This ensures that the power transmission path between the output end of the second transmission component 40 and the hub 121 of the rear wheel 12 is constrained by the system of frame 13-swingarm structure 15, eliminating the transmission angle change and jerking caused by the rear wheel suspension displacement. This achieves a high degree of coordination between the drive component, transmission system and vehicle architecture in terms of spatial layout and force transmission, comprehensively improving the transmission stability, structural integrity and ride smoothness of the electric motorcycle.

[0051] The electric motorcycle provided in this application has a motor 21 of the drive assembly 20 that is started. The motor shaft transmits power to the input end of the reducer 22. The reducer 22 reduces and increases the input torque, and then outputs the power to the input end of the first transmission assembly 30. The power is transmitted axially via the drive shaft 31 of the first transmission assembly 30. The first end of the drive shaft 31 is connected to the output end of the three-ball-pin universal joint 32. The three-ball-pin universal joint 32 is a sliding end, and its output end is axially extendable along the drive shaft 31 to compensate for the change in the axial length of the drive shaft 31 caused by the up-and-down swing of the rear wheel 12 due to the horizontal fork structure 15, ensuring continuous power transmission and avoiding impact and jerking caused by axial constraint. The second end of the drive shaft 31 is connected to the input end of the ball-cage universal joint 33. The ball-cage universal joint 33 is a fixed end, and its output end is connected to the input end of the second transmission assembly 40. The ball-cage universal joint 33 achieves constant speed torque transmission under large angle deflection conditions, eliminating the speed fluctuation and jerking caused by angle changes in traditional cross-shaft universal joints.

[0052] Furthermore, the output end of the first transmission component 30 is connected to the input end of the second transmission component 40 via a coupling 50. The coupling 50 compensates for minor axial misalignment between the first transmission component 30 and the second transmission component 40 caused by assembly tolerances or vehicle vibration, ensuring smooth power transmission to the gearbox 41. After the power enters the receiving cavity 411 of the gearbox 41, it is transmitted via the input end of the first bevel gear 42. The input end of the first bevel gear 42 is aligned with the axial direction of the transmission shaft 31, and the first meshing tooth of its output end is located within the receiving cavity 411. The first meshing tooth meshes with the second meshing tooth of the input end of the second bevel gear 43. The direction from the input end to the output end of the second bevel gear 43 is aligned with the axial direction of the hub 121 and perpendicular to the axial direction of the transmission shaft 31, thereby converting the axial power of the transmission shaft 31 into rotational power along the axial direction of the hub 121. The output end of the second bevel gear 43 passes through the second clearance hole of the gearbox 41 and directly drives the hub 121 of the rear wheel 12 to rotate.

[0053] The entire power transmission path is as follows: motor 21 → reducer 22 → drive shaft 31 → three-ball-pin universal joint 32 (axial expansion compensation) → ball-cage universal joint 33 (large-angle constant velocity transmission) → coupling 50 (minor offset compensation) → first bevel gear 42 (axial input) → second bevel gear 43 (90° steering) → hub 121. This process is completed within a closed structure, eliminating the need for chain tensioning, lubrication, or meshing adjustment. Power transmission is continuous, smooth, and without intermittent impact. Furthermore, the installation positions of motor 21 and reducer 22 are not constrained by the rear wheel 12 axis plane, allowing for flexible layout.

[0054] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0055] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0056] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0057] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0058] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0059] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An electric motorcycle, characterized in that, include: A support frame (10) is rotatably provided with a front wheel (11) and a rear wheel (12). A drive assembly (20) is connected to the support frame (10) and located between the front wheel (11) and the rear wheel (12); The first transmission assembly (30) is driven by the drive assembly (20) connected to the input end of the first transmission assembly (30); The second transmission assembly (40) has its output end connected to the input end of the first transmission assembly (30), and its output end connected to the hub (121) of the rear wheel (12). The first transmission assembly (30) includes a transmission shaft (31) and two universal joints located at both axial ends of the transmission shaft (31).

2. The electric motorcycle according to claim 1, characterized in that, The power transmission direction of the first transmission assembly (30) is along the axial direction of the transmission shaft (31); The power transmission direction of the second transmission assembly (40) is changed from the axial direction of the transmission shaft (31) to the axial direction of the hub (121).

3. The electric motorcycle according to claim 1, characterized in that, The two universal joints include a three-ball pin universal joint (32) and a ball cage universal joint (33).

4. The electric motorcycle according to claim 3, characterized in that, The first transmission assembly (30) has a fixed end and a sliding end. The three-ball pin universal joint (32) is connected to the first end of the transmission shaft (31) to form the sliding end, and the ball cage universal joint (33) is connected to the second end of the transmission shaft (31) to form the fixed end. The drive assembly (20) is driven to the input end of the three-ball-pin universal joint (32), and the output end of the three-ball-pin universal joint (32) is scalably arranged along the axial direction of the drive shaft (31) and connected to the first end of the drive shaft (31) so that the drive shaft (31) moves synchronously along its axial direction as the output end of the three-ball-pin universal joint (32) extends and retracts. The input end of the ball-cage universal joint (33) is connected to the second end of the drive shaft (31), and the output end of the ball-cage universal joint (33) is connected to the input end of the second transmission assembly (40). The ball-cage universal joint (33) is used to transmit torque to the second transmission assembly (40) at a large angle and constant speed.

5. The electric motorcycle according to claim 1, characterized in that, The driving component (20) includes: A motor (21) is connected to the support frame (10), and the motor (21) has a motor shaft; The reducer (22) is connected to the input end of the motor shaft and the output end of the reducer (22) is connected to the input end of the first transmission assembly (30).

6. The electric motorcycle according to claim 1, characterized in that, The electric motorcycle also includes: A coupling (50) is provided, through which the output end of the first transmission assembly (30) is connected to the input end of the second transmission assembly (40) to compensate for minor shaft misalignment and reduce assembly tolerance requirements.

7. The electric motorcycle according to claim 1, characterized in that, The second transmission assembly (40) includes: Gearbox (41), the gearbox (41) having a receiving cavity (411) and a first clearance through hole and a second clearance through hole communicating with the receiving cavity (411); The first bevel gear (42) has its input end passing through the first clearance hole and connected to the output end of the first transmission assembly (30). The output end of the first bevel gear (42) has a first meshing tooth, and at least the first meshing tooth is located in the receiving cavity (411). The second bevel gear (43) has a second meshing tooth at its input end. At least the second meshing tooth is located in the receiving cavity (411) and meshes with the first meshing tooth. The output end of the second bevel gear (43) passes through the second clearance hole and is connected to the hub (121).

8. The electric motorcycle according to claim 7, characterized in that, The direction from the input end to the output end of the first bevel gear (42) is consistent with the axial direction of the transmission shaft (31); The direction from the input end to the output end of the second bevel gear (43) is consistent with the axial direction of the hub (121) and perpendicular to the axial direction of the drive shaft (31).

9. The electric motorcycle according to claim 7, characterized in that, The input end of the first bevel gear (42) is coaxially arranged with the output end of the first transmission assembly (30).

10. The electric motorcycle according to claim 1, characterized in that, The support frame (10) includes: The frame (13) is connected to the drive assembly (20); A handlebar assembly (14) is connected to the frame (13), and the front wheel (11) is rotatably mounted on the handlebar assembly (14). A flat fork structure (15) is provided, the front end of which is connected to the frame (13), and the rear wheel (12) is rotatably disposed at the rear end of the flat fork structure (15).

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