Motor structure of an impact-resistant electric bicycle

Abstract

The application relates to the technical field of electric motor of electric vehicles, in particular to a motor structure of an impact-resistant electric bicycle. The motor structure comprises a fixed support, a floating support, a three-degree-of-freedom buffering mechanism installed between the fixed support and the floating support, a motor mounting seat fixed on the floating support, a motor body fixed on the motor mounting seat, a spline sleeve fixed on an output shaft end of the motor body, a synchronous belt in transmission connection with the spline sleeve, a tensioning sliding seat in sliding connection with the fixed support, tensioning springs installed on two side surfaces of the tensioning sliding seat, the other ends of the two tensioning springs in fixed connection with the fixed support, and a tensioning guide wheel rotatably installed on the tensioning sliding seat and in transmission connection with the synchronous belt. The motor structure has the beneficial effect that a full-link impact-resistant protection system with the cooperation of omnidirectional damping of the mounting end and impact isolation of the transmission end is constructed.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle motor technology, specifically to a motor structure for an impact-resistant electric bicycle. Background Technology

[0002] Electric vehicle motors, especially those used in electric tricycles and other vehicles that need to withstand and cope with complex road conditions, require high shock resistance, which is a key indicator of their reliability and safety. During vehicle operation, motors often experience severe vibrations and displacement due to road bumps, obstacle impacts, or even vehicle falls. This can lead to damage to internal motor components, output shaft breakage, and even connection failure between the motor and the transmission system, ultimately causing safety accidents. Currently, several technical solutions have been proposed for shock protection of electric vehicle motors. For example, Chinese patent CN114629279B discloses an "impact-resistant electric vehicle motor," which uses a sleeve mechanism to buffer the motor and a limiting mechanism connected by a steel strip to mechanically lock the steel strip upon impact, thus preventing the motor from detaching. This solution, through the combination of spring buffering and mechanical locking, addresses the problem of motors easily detaching under impact to some extent. However, through in-depth analysis of the existing technology, the following technical problems still exist: The existing technology adopts an integrated design concept of rigid fixing and rigid transmission, which cannot take into account both the omnidirectional buffer protection of the motor and the continuous and stable power transmission under impact conditions. The buffer protection and power transmission form an irreconcilable core technical contradiction, which makes the motor unable to effectively isolate impact loads in all dimensions, and prone to transmission failure and irreversible damage to the motor body during impact displacement. Based on this, the present invention provides a shock-resistant electric bicycle motor structure to solve the problems mentioned in the background art. Summary of the Invention

[0003] This invention addresses the technical problems existing in the prior art by providing a motor structure for an impact-resistant electric bicycle to solve the problem that existing devices cannot simultaneously provide omnidirectional buffer protection and continuous and stable power transmission under impact conditions.

[0004] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: A motor structure for an impact-resistant electric bicycle, including a fixed bracket, and further comprising: The floating frame is equipped with a three-degree-of-freedom buffer mechanism between itself and the fixed support. The motor mounting base is fixedly mounted on the floating frame. The motor body is fixedly mounted on the motor mounting base. A splined sleeve is fixedly mounted on the output shaft end of the motor body. A synchronous belt is connected to the splined sleeve for transmission. The tensioning slide is slidably connected to the fixed bracket. Tensioning springs are installed on both sides of the tensioning slide. The other ends of the two tensioning springs are fixedly connected to the fixed bracket. A tensioning guide wheel is rotatably installed on the tensioning slide and is connected to the synchronous belt drive. Both the power guide shaft and the driven rotating ring are rotatably mounted on a fixed bracket, and the power guide shaft is connected to a synchronous belt drive; A key shaft is slidably connected to a spline sleeve. A slip ring is fixedly mounted on the key shaft. Stop rings are fixedly mounted on the spline sleeve at positions corresponding to both sides of the slip ring. Follower springs are installed between the two stop rings and the slip ring. The key shaft is connected to a synchronous belt drive. A shaft platform is fixedly mounted on the key shaft. Multiple traction springs are installed between the shaft platform and the driven rotating ring. The gearbox is fixedly mounted on a fixed bracket, and the power input end of the gearbox is fixedly connected to the power guide shaft.

[0005] Based on the above technical solution, the present invention can be further improved as follows.

[0006] Preferably, the three-degree-of-freedom buffer mechanism includes an axial slide and two axial slide rods fixed on a fixed bracket. Both axial slide rods are slidably connected to the axial slide. Axial buffer springs are sleeved on the axial slide rods at positions corresponding to both sides of the axial slide. Four longitudinal slides are slidably connected to the axial slide. Longitudinal buffer springs are fixedly installed on both sides of each longitudinal slide. The other ends of the two longitudinal buffer springs are fixedly connected to the axial slide. Radial hangers are slidably connected to each longitudinal slide. The bottom end of each radial hanger is fixedly connected to a floating frame. A limiting plate is fixedly installed at the top end of the radial hanger. Radial buffer springs are sleeved on the radial hanger at positions corresponding to the limiting plate and the longitudinal slide, and at positions corresponding to the longitudinal slide and the floating frame.

[0007] Preferably, the fixed bracket has multiple countersunk mounting holes, and a collision protection frame is fixedly installed on the fixed bracket at a position corresponding to the outer side of the motor body.

[0008] Preferably, the spline sleeve has six guide strip holes arranged in an array, and six guide blocks are installed between the key shaft and the slip ring. The six guide blocks are slidably connected to the six guide strip holes respectively, and the key shaft, tension guide wheel and power guide shaft are arranged in parallel.

[0009] Preferably, the spline sleeve has a shaft groove, which is slidably connected to the key shaft. Both the shaft groove and the key shaft have regular hexagonal cross sections, and the space between the key shaft and the spline sleeve is filled with grease.

[0010] Preferably, a synchronous pulley connected to the synchronous belt is fixedly installed on both the key shaft and the power guide shaft, and a rubber shock-absorbing pad is provided between the motor mounting base and the floating frame.

[0011] Preferably, it also includes a rear axle mounting bracket, on which an axle is rotatably mounted. A bevel gear is fixedly mounted on both the power output end of the gearbox and the axle. The two bevel gears mesh orthogonally. A hub mounting plate is fixedly mounted on both ends of the axle.

[0012] Preferably, a triaxial accelerometer, a central controller, and an audible and visual alarm are fixedly mounted on the motor mounting base, and the data terminals of the triaxial accelerometer and the audible and visual alarm are both connected to the central controller.

[0013] Preferably, the plurality of traction springs are evenly distributed along the circumference of the shaft platform, and in the non-stressed state, the axis of each traction spring is perpendicular to the axis of the key shaft.

[0014] The beneficial effects of this invention are: This invention constructs a full-link impact protection system that coordinates omnidirectional vibration damping at the mounting end and impact isolation at the transmission end. Through the design of a three-degree-of-freedom buffer mechanism, independent buffering and energy absorption in three orthogonal dimensions (axial, longitudinal, and radial) can be achieved. The motor body is flexibly suspended, effectively isolating multi-directional impact loads and weakening the direct impact on the motor body. Simultaneously, the rubber damping pads between the motor mounting base and the floating frame form a two-stage damping system, attenuating and filtering the high-frequency micro-vibrations generated during motor operation. To address the risk of transmission failure caused by motor buffer displacement, a splined sleeve and key shaft are used... The sliding fit structure, while accommodating multi-directional displacement of the motor, ensures the continuous and stable transmission of motor torque. Combined with the composite buffer structure of follower spring and traction spring, it adaptively compensates for and absorbs energy for the axial displacement, radial and circumferential runout of the motor, respectively. With the adaptive tensioning mechanism of the synchronous belt, it can maintain the stability of the transmission tension in real time, avoiding faults such as loosening and skipping of the synchronous belt under impact conditions. While achieving all-dimensional impact protection for the motor, it ensures the continuity and stability of power transmission under impact conditions, and avoids component damage caused by the reverse transmission of impact load to the motor output shaft through the transmission path. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of the motor structure of an impact-resistant electric bicycle according to the present invention; Figure 2 For the present invention Figure 1 A structural diagram from another perspective; Figure 3 This is a schematic diagram of the structure of the gearbox and rear axle mounting bracket of the present invention; Figure 4 This is a schematic diagram of the structure of the motor mounting base and the motor body of the present invention; Figure 5 This is a schematic diagram of the key shaft structure of the present invention; Figure 6 This is a schematic diagram of the structure of the power guide shaft of the present invention; Figure 7 This is a schematic diagram of the structure of the audible and visual alarm device of the present invention; Figure 8 This is a schematic diagram of the central controller of the present invention; Figure 9 This is a schematic diagram of the radial buffer spring and the fixed bracket of the present invention; Figure 10 For the present invention Figure 9 A magnified schematic diagram of the structure at point A in the middle.

[0016] The attached diagram lists the components represented by each number as follows: 1. Fixed bracket; 2. Floating frame; 3. Motor mounting base; 4. Power guide shaft; 5. Driven rotating ring; 6. Key shaft; 7. Gearbox; 101. Tensioning slide; 102. Tensioning spring; 103. Tensioning guide wheel; 104. Countersunk mounting hole; 105. Anti-collision guard; 201. Axial slide; 202. Axial slide rod; 203. Axial buffer spring; 204. Longitudinal slide table; 205. Longitudinal buffer spring; 206. Radial hanging rod; 207. 1. Limiting plate; 208. Radial buffer spring; 301. Motor body; 302. Spline sleeve; 3021. Stop ring; 3022. Guide bar hole; 303. Synchronous belt; 304. Shaft platform; 305. Traction spring; 306. Triaxial acceleration sensor; 307. Central controller; 308. Audible and visual alarm; 309. Follow-up spring; 601. Slip ring; 701. Rear axle mounting bracket; 702. Wheel axle; 703. Hub mounting plate. Detailed Implementation

[0017] The principles and features of the present invention are described below with reference to the accompanying drawings. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0018] The present invention provides the following preferred embodiments. like Figure 1-10 As shown, a motor structure for an impact-resistant electric bicycle includes a fixed bracket 1, which has multiple countersunk mounting holes 104, and an anti-collision guard 105 is fixedly mounted on the fixed bracket 1 at a position corresponding to the outer side of the motor body 301. During installation, the countersunk mounting hole 104 is used for the installation of relevant positioning connectors, and then the fixing bracket 1 is fixed to the body of the electric bicycle. Preferably, this motor structure is suitable for electric bicycles and is more suitable for three-wheeled electric bicycles. Also includes: A three-degree-of-freedom buffer mechanism is installed between the floating frame 2 and the fixed support 1; Specifically, in this embodiment, the three-degree-of-freedom buffer mechanism includes an axial slide 201 and two axial slide rods 202 fixed on the fixed bracket 1. Both axial slide rods 202 are slidably connected to the axial slide 201. Axial buffer springs 203 are sleeved on the axial slide rods 202 at positions corresponding to both sides of the axial slide 201. Four longitudinal slides 204 are slidably connected to the axial slide 201. Longitudinal buffer springs 205 are fixedly installed on both sides of each longitudinal slide 204. The other ends of the two longitudinal buffer springs 205 are fixedly connected to the axial slide 201. Radial hangers 206 are slidably connected to each longitudinal slide 204. The bottom end of each radial hanger 206 is fixedly connected to the floating frame 2. A limiting plate 207 is fixedly installed on the top end of the radial hanger 206. Radial buffer springs 208 are sleeved on the radial hanger 206 at positions corresponding to the limiting plate 207 and the longitudinal slide 204, and at positions corresponding to the longitudinal slide 204 and the floating frame 2.

[0019] When an electric bicycle encounters road bumps, obstacle collisions, or falls during its operation, the multi-directional impact loads from the vehicle body will be transmitted to the fixed bracket 1. The three-degree-of-freedom buffer mechanism can achieve independent buffering and energy absorption in three orthogonal dimensions: axial, longitudinal, and radial. Under the action of axial impact load, the axial slide 201 slides axially along the axial slide bar 202, and simultaneously compresses the axial buffer spring 203 on the corresponding side. The axial impact energy is dissipated through the elastic deformation of the axial buffer spring 203. Under the action of longitudinal impact load, the four longitudinal slides 204 slide longitudinally along the axial slide 201, compressing the longitudinal buffer springs 205 on the corresponding sides to offset the longitudinal impact load. Under radial impact load, the radial hanging rod 206 slides radially along the longitudinal slide table 204, compressing the radial buffer spring 208 on the corresponding side to attenuate radial impact vibration. By using a three-dimensional orthogonal distributed buffer structure, the limitation of existing technologies where motors can only achieve unidirectional shock absorption is overcome. The motor body 301 is flexibly suspended and installed via a floating frame 2. The three-dimensional buffer structure does not interfere with each other and absorbs energy independently, which can completely offset the impact load from any direction and prevent the motor body 301 from directly bearing rigid impact. This weakens the impact on the motor from the root of the installation and fixing end. The distributed layout of four longitudinal slides 204 and radial hanging rods 206 provides more stable multi-point support for the floating frame 2 of the rectangular frame structure compared with the central single-point support structure. It effectively resists the deflection torque generated by the motor 301 itself and avoids unnecessary tilting of the motor due to single-point support, thereby improving the stability of the transmission system. The motor mounting base 3 is fixedly mounted on the floating frame 2, and a rubber shock-absorbing pad is provided between the motor mounting base 3 and the floating frame 2; The motor body 301 is fixedly mounted on the motor mounting base 3. Preferably, the motor mounting base 3 is also fixedly mounted with a triaxial accelerometer 306, a central controller 307 and an audible and visual alarm 308. The data terminals of the triaxial accelerometer 306 and the audible and visual alarm 308 are both connected to the central controller 307. The rubber damping pad can perform primary attenuation and filtering of the high-frequency micro-vibrations transmitted from the floating frame 2 to the motor mounting base 3. Together with the three-degree-of-freedom buffer mechanism at the front end, it forms a two-stage damping system of coarse buffering and fine damping, further reducing the impact of vibration and shock on the motor body 301. Meanwhile, the triaxial accelerometer 306 can collect vibration acceleration data of the motor body 301 in three axes in real time and transmit it synchronously to the central controller 307. The central controller 307 has a preset graded impact threshold. When the vehicle encounters a slight bump or impact, the central controller 307 can record and retain the impact data. When a vehicle is involved in a collision or violent fall, and the impact acceleration of the motor body 301 exceeds the safety threshold, the central controller 307 will immediately trigger the audible and visual alarm 308 to issue an audible and visual warning, reminding the driver and passengers to stop and check in time. At the same time, it can link with the vehicle controller to cut off the power supply to the motor, so as to avoid irreversible damage such as rotor rubbing, winding burnout, and output shaft breakage caused by the motor body 301 continuing to run under the impact and misalignment state. The above structural design achieves dual protection of passive shock absorption and active monitoring and early warning for motors under impact conditions. This not only further enhances the motor's impact resistance but also allows for timely intervention in impact faults, thereby improving the safety and service life of the motor.

[0020] A splined sleeve 302 is fixedly mounted on the output shaft end of the motor body 301, and a synchronous belt 303 is driven to the splined sleeve 302. Tensioning slide 101 is slidably connected to fixed bracket 1. Tensioning springs 102 are installed on both sides of tensioning slide 101. The other ends of the two tensioning springs 102 are fixedly connected to fixed bracket 1. Tensioning guide wheel 103 is rotatably installed on tensioning slide 101. Tensioning guide wheel 103 is connected to synchronous belt 303 for transmission. In this embodiment, the initial preload of the two tension springs 102 is equal, so that the tension slide 101 is in the middle position. When the tension of the synchronous belt 303 increases due to the displacement of the motor, the synchronous belt 303 will push the tension guide wheel 103 and the tension slide 101 to move, compressing the tension spring 102 on one side and stretching the tension spring 102 on the other side, thereby storing the excessive tension in the tension spring 102. Conversely, when the tension decreases, the restoring force of the tension spring 102 will push the tension slide 101 to move in the opposite direction to compensate for the tension.

[0021] Both the power guide shaft 4 and the driven rotating ring 5 are rotatably mounted on the fixed bracket 1, and the power guide shaft 4 is connected to the synchronous belt 303 for transmission. The key shaft 6 is slidably connected to the spline sleeve 302. A slip ring 601 is fixedly mounted on the key shaft 6. A stop ring 3021 is fixedly mounted on the spline sleeve 302 at positions corresponding to both sides of the slip ring 601. A follower spring 309 is installed between the two stop rings 3021 and the slip ring 601. The key shaft 6 is drivenly connected to the synchronous belt 303. A shaft platform 304 is fixedly mounted on the key shaft 6. Multiple traction springs 305 are installed between the shaft platform 304 and the driven rotating ring 5. Specifically, in this embodiment, the number of traction springs 305 is six. Both the key shaft 6 and the power guide shaft 4 are fixedly mounted with synchronous pulleys connected to the synchronous belt 303. The key shaft 6, the tension guide 103 and the power guide shaft 4 are arranged in parallel. Six traction springs 305 are evenly distributed along the circumference of the shaft platform 304. In the non-stressed state, the axis of each traction spring 305 is perpendicular to the axis of the key shaft 6. The spline sleeve 302 has six guide strip holes 3022 arranged in an array. Six guide blocks are installed between the key shaft 6 and the slip ring 601. The six guide blocks are slidably connected to the six guide strip holes 3022 respectively. Furthermore, a shaft groove is provided inside the spline sleeve 302, and the shaft groove is slidably connected to the key shaft 6. The cross-sections of both the shaft groove and the key shaft 6 are regular hexagonal, and the space between the key shaft 6 and the spline sleeve 302 is filled with grease. Under normal driving conditions, the torque output by the motor body 301 is transmitted to the key shaft 6 through the spline sleeve 302. The key shaft 6 transmits the power stably to the power guide shaft 4 through the synchronous belt 303, and finally inputs it into the gearbox 7 to complete the power transmission. When the vehicle is impacted, causing the motor body 301 to displace in multiple directions, this transmission structure can achieve continuous power transmission while isolating and buffering the impact load. The spline sleeve 302 moves synchronously with the motor body 301. Its internal hexagonal shaft groove forms a sliding fit with the key shaft 6, allowing the spline sleeve 302 to slide axially along the key shaft 6. At the same time, the circumferential limiting fit between the guide block and the guide strip hole 3022 ensures the uninterrupted and stable transmission of torque of the motor body 301. To address the axial displacement caused by the impact on the motor body 301, the follower springs 309 on both sides of the slip ring 601 provide elastic buffering and displacement compensation, preventing the axial impact from directly acting on the output shaft of the motor body 301. To address the radial and circumferential sway displacement caused by the impact on the motor body 301, multiple sets of traction springs 305 evenly distributed circumferentially between the shaft platform 304 and the driven rotating ring 5 are used for adaptive reset and buffer energy absorption, dissipating the radial impact load and maintaining the dynamic coaxiality of the transmission structure. Furthermore, the arrangement of multiple traction springs 305 can effectively limit the relative position of the fixed bracket 1 and the key shaft 6. Meanwhile, the tension of the synchronous belt 303 is adaptively adjusted by the tension springs 102 on both sides of the tension slide 101. When the motor body 301 is displaced, causing the tension of the synchronous belt 303 to change, the tension slide 101 can slide adaptively along the fixed bracket 1. The tension springs 102 push the tension guide wheel 103 to always be in close contact with the synchronous belt 303, ensuring the constant transmission tension of the synchronous belt 303 and avoiding the synchronous belt 303 from loosening, skipping teeth, or breaking under impact conditions. The above-mentioned structural design solves the problem that the rigid transmission structure in the prior art cannot be compatible with the buffer displacement and stable power transmission of the motor body 301. Through the cooperation of the sliding spline transmission structure, the composite spring buffer mechanism and the adaptive tensioning mechanism, the triple effect of continuous power transmission, impact load isolation and adaptive compensation of transmission state is achieved. This avoids the impact load from being transmitted in reverse to the output shaft of the motor body 301 through the transmission path, and further enhances the impact resistance of the motor from the transmission end. Together with the three-degree-of-freedom buffer mechanism, it forms a full-link impact protection system with omnidirectional vibration reduction at the mounting end and impact isolation at the transmission end. This solves the problem that electric bicycle motors are prone to shaft breakage, transmission failure and damage to the whole machine when subjected to impact. The gearbox 7 is fixedly mounted on the fixed bracket 1, and the power input end of the gearbox 7 is fixedly connected to the power guide shaft 4.

[0022] It also includes a rear axle mounting bracket 701, on which a wheel axle 702 is rotatably mounted. Both the power output end of the gearbox 7 and the wheel axle 702 are fixedly mounted with bevel gears. The two bevel gears mesh orthogonally. Both ends of the wheel axle 702 are fixedly mounted with hub mounting plates 703. The two hub mounting plates 703 are used for mounting the electric bicycle hubs.

[0023] The power output from the gearbox 7 is reversed through two sets of orthogonally meshing bevel gears and stably transmitted to the wheel axle 702. Finally, the wheel is driven to rotate through the wheel hub mounting plate 703 to realize the power output of the whole vehicle. The specific steps for using this invention are as follows: During the installation preparation stage, the fixed bracket 1 is first rigidly fixed to the electric bicycle body through the countersunk mounting holes 104 on the fixed bracket 1. This structure is primarily adapted to three-wheeled electric bicycles with a cargo box. Simultaneously, the rear axle mounting bracket 701 is assembled to the body. The wheel axle 702 is rotated and mounted on the rear axle mounting bracket 701 so that the power output end of the gearbox 7 and the two sets of bevel gears on the wheel axle 702 complete orthogonal meshing. The wheel hub mounting plates 703 are fixed at both ends of the wheel axle 702 to complete the assembly with the wheel. Then, the motor body 301 is fixed to the floating frame 2 through the motor mounting seat 3. A rubber shock-absorbing pad is added between the motor mounting seat 3 and the floating frame 2. At the same time, the floating frame 2 is flexibly suspended and installed with the fixed bracket 1 through a three-degree-of-freedom buffer mechanism. When the electric bicycle is in a stable normal operating state, the torque output by the motor body 301 is transmitted to the key shaft 6 through the spline sleeve 302 at the output shaft end. With the help of the circumferential limit of the regular hexagonal shaft groove and the key shaft 6, and the sliding cooperation of the guide block and the guide strip hole 3022, the torque is transmitted continuously and stably. The key shaft 6 drives the synchronous belt 303 to rotate through the synchronous pulley. The synchronous belt 303 transmits the power synchronously to the power guide shaft 4. The power guide shaft 4 inputs the power into the gearbox 7 fixed on the fixed bracket 1 to complete the gear change. The power output by the gearbox 7 is reversed through two sets of orthogonally meshing bevel gears and stably transmitted to the wheel axle 702. Finally, the wheel is driven to rotate through the wheel hub mounting plates 703 at both ends of the wheel axle 702, so that the electric bicycle can run normally. During this process, the rubber damping pads between the motor mounting base 3 and the floating frame 2 continuously perform primary attenuation filtering on the high-frequency micro-vibrations generated by the motor operation. The tension springs 102 on both sides of the tension slide 101 adaptively and finely adjust the sliding position of the tension slide 101 on the fixed bracket 1, thereby driving the tension guide wheel 103 to always be in close contact with the synchronous belt 303, maintaining the constant transmission tension of the synchronous belt 303, and ensuring the smoothness of power transmission. Meanwhile, the triaxial accelerometer 306 collects vibration acceleration data of the motor body 301 in three axes in real time and transmits it to the central controller 307 in a synchronous manner to complete the real-time monitoring of the operating status of the motor body 301 at all times. When the vehicle encounters a slight bump or impact, the central controller 307 records and stores the impact data in a synchronous manner. When a vehicle encounters a severe impact during operation, multi-directional impact loads from the vehicle body are transmitted to the fixed bracket 1. The three-degree-of-freedom buffer mechanism then activates to absorb energy in all directions. Under axial impact loads, the axial slide 201 slides axially along the axial slide rod 202, simultaneously compressing the corresponding axial buffer spring 203, dissipating axial impact energy through elastic deformation. Under longitudinal impact loads, the four longitudinal slides 204 slide longitudinally along the axial slide 201, compressing the corresponding longitudinal buffer spring 205 to counteract the longitudinal impact load. Under radial impact loads, the radial hanger 206 slides radially along the longitudinal slide 204, compressing the corresponding radial buffer spring 208 to attenuate radial impact vibration. Through independent buffering and energy absorption in three orthogonal dimensions, the motor body 301 is prevented from directly bearing rigid impact. Together with the rubber damping pad, a two-stage damping system of coarse buffering and fine damping is formed. At the same time, when the impact load causes the motor body 301 to displace in multiple directions, the transmission system synchronously starts impact isolation and adaptive compensation. The spline sleeve 302 moves synchronously with the motor body 301. Its sliding fit structure with the key shaft 6 allows the spline sleeve 302 to slide axially along the key shaft 6, while ensuring the continuous and stable transmission of torque. For the axial displacement of the motor body 301, the follower springs 309 on both sides of the slip ring 601 provide elastic buffering and displacement compensation, preventing the axial impact from directly acting on the output shaft of the motor body 301. To address the radial and circumferential yaw displacement of the motor, multiple sets of traction springs 305 between the shaft platform 304 and the driven rotating ring 5 provide adaptive reset and buffer energy absorption, dissipating radial impact loads and maintaining the dynamic coaxiality of the transmission structure. Simultaneously, the tension spring 102 drives the tension slide 101 to adaptively slide, compensating for changes in the tension of the synchronous belt 303 in real time, preventing the synchronous belt 303 from becoming loose, skipping teeth, or breaking. This achieves a triple effect of continuous power transmission, impact load isolation, and adaptive compensation of the transmission state, forming a complete installation end with the three-degree-of-freedom buffer mechanism. The system provides end-to-end shock protection by isolating the motor body 301 from shock and the transmission end. When the impact acceleration experienced by the motor body 301 exceeds the preset safety threshold in the central controller 307, the central controller 307 immediately triggers the audible and visual alarm 308 to issue an audible and visual warning, reminding the driver and passengers to stop and check in time. At the same time, it can link with the vehicle controller to cut off the power supply to the motor body 301, so as to avoid irreversible damage such as rotor rubbing, winding burnout, and output shaft breakage caused by the motor body 301 continuing to run under impact misalignment. This completes the active monitoring and safety intervention under impact conditions.

[0024] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A motor structure for an impact-resistant electric bicycle, comprising a fixed bracket (1), characterized in that, Also includes: A three-degree-of-freedom buffer mechanism is installed between the floating frame (2) and the fixed support (1); The motor mounting base (3) is fixedly mounted on the floating frame (2). The motor body (301) is fixedly mounted on the motor mounting base (3). The output shaft end of the motor body (301) is fixedly mounted with a spline sleeve (302). The spline sleeve (302) is connected to the synchronous belt (303). Tensioning slide (101) is slidably connected to fixed bracket (1). Tensioning springs (102) are installed on both sides of tensioning slide (101). The other ends of the two tensioning springs (102) are fixedly connected to fixed bracket (1). Tensioning guide wheel (103) is rotatably installed on tensioning slide (101). Tensioning guide wheel (103) is connected to synchronous belt (303) for transmission. The power guide shaft (4) and the driven rotating ring (5) are both rotatably mounted on the fixed bracket (1), and the power guide shaft (4) is connected to the synchronous belt (303) for transmission. A key shaft (6) is slidably connected to a spline sleeve (302). A slip ring (601) is fixedly mounted on the key shaft (6). A stop ring (3021) is fixedly mounted on the spline sleeve (302) at a position corresponding to both sides of the slip ring (601). A follower spring (309) is installed between the two stop rings (3021) and the slip ring (601). The key shaft (6) is connected to a synchronous belt (303) for transmission. A shaft platform (304) is fixedly mounted on the key shaft (6). Multiple traction springs (305) are installed between the shaft platform (304) and the driven rotating ring (5). The gearbox (7) is fixedly mounted on the fixed bracket (1), and the power input end of the gearbox (7) is fixedly connected to the power guide shaft (4).

2. The motor structure of an impact-resistant electric bicycle according to claim 1, characterized in that, The three-degree-of-freedom buffer mechanism includes an axial slide (201) and two axial slide rods (202) fixed on a fixed bracket (1). Both axial slide rods (202) are slidably connected to the axial slide (201). Axial buffer springs (203) are fitted onto each axial slide rod (202) at positions corresponding to both sides of the axial slide (201). Four longitudinal slides (204) are slidably connected to the axial slide (201). Each longitudinal slide (204) has a longitudinal buffer spring (205) fixedly installed on both sides. The two longitudinal slides... The other end of each spring (205) is fixedly connected to the axial slide (201). Each longitudinal slide (204) is slidably connected to a radial hanging rod (206). The bottom end of each radial hanging rod (206) is fixedly connected to the floating frame (2). The top end of each radial hanging rod (206) is fixedly installed with a limiting plate (207). Radial buffer springs (208) are sleeved on the radial hanging rod (206) at the positions between the corresponding limiting plate (207) and the longitudinal slide (204) and between the longitudinal slide (204) and the floating frame (2).

3. The motor structure of an impact-resistant electric bicycle according to claim 1, characterized in that, The fixed bracket (1) has multiple countersunk mounting holes (104), and a collision protection frame (105) is fixedly installed on the fixed bracket (1) at a position corresponding to the outside of the motor body (301).

4. The motor structure of an impact-resistant electric bicycle according to claim 1, characterized in that, The spline sleeve (302) has six guide strip holes (3022) arranged in an array. Six guide blocks are installed between the key shaft (6) and the slip ring (601). The six guide blocks are slidably connected to the six guide strip holes (3022) respectively. The key shaft (6), the tension guide wheel (103) and the power guide shaft (4) are arranged in parallel.

5. The motor structure of an impact-resistant electric bicycle according to claim 4, characterized in that, The spline sleeve (302) has a shaft groove, which is slidably connected to the key shaft (6). The cross-sections of the shaft groove and the key shaft (6) are both regular hexagonal, and the key shaft (6) and the spline sleeve (302) are filled with grease.

6. The motor structure of an impact-resistant electric bicycle according to claim 1, characterized in that, Both the key shaft (6) and the power guide shaft (4) are fixedly installed with synchronous pulleys connected to the synchronous belt (303), and a rubber shock-absorbing pad is provided between the motor mounting base (3) and the floating frame (2).

7. The motor structure of an impact-resistant electric bicycle according to claim 1, characterized in that, It also includes a rear axle mounting bracket (701), on which a wheel axle (702) is rotatably mounted. Both the power output end of the gearbox (7) and the wheel axle (702) are fixedly mounted with bevel gears. The two bevel gears mesh orthogonally. Both ends of the wheel axle (702) are fixedly mounted with hub mounting discs (703).

8. The motor structure of an impact-resistant electric bicycle according to claim 1, characterized in that, The motor mounting base (3) is fixedly equipped with a triaxial accelerometer (306), a central controller (307) and an audible and visual alarm (308). The data terminals of the triaxial accelerometer (306) and the audible and visual alarm (308) are both connected to the central controller (307).

9. The motor structure of an impact-resistant electric bicycle according to claim 1, characterized in that, The multiple traction springs (305) are evenly distributed along the circumference of the shaft platform (304). In the non-stressed state, the axis of each traction spring (305) is perpendicular to the axis of the key shaft (6).

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