Embedded combined wheel core driving system of electric motorcycle

Abstract

The utility model discloses an embedded combined wheel core driving system of an electric motorcycle, which comprises a hub and a wheel core driving assembly arranged on one side of the hub, avoiding grooves are formed between two end iron cores and a motor shaft, and the inner end surfaces of two motor bearings extend into the adjacent avoiding grooves. By adopting the embedded combined wheel core driving system of the electric motorcycle, adjacent parts such as a motor bearing can borrow the abdicating groove, so that the axial width size of the whole wheel core driving system is reduced, and the system structure is more compact; meanwhile, each permanent magnet is designed to penetrate through the middle iron core and the two end iron cores, so that the length of each permanent magnet is as long as possible, a magnetic field as strong as possible can be generated, and the power of the motor is ensured not to be influenced by structural optimization.

Description

Technical Field

[0001] The utility model relates to the technical field of electric drive systems, in particular to an inlaid combined wheel core drive system for an electric motorcycle. Background Art

[0002] Electric two-wheeled vehicles refer to mechatronic personal transportation vehicles that use batteries as auxiliary energy and are equipped with motors, controllers, display instrument systems and other components on the basis of two-wheeled vehicles. They are not only a means of transportation, but also a new tool for leisure and entertainment, green travel, and can also meet the needs of fitness, personality display, social interaction, etc., with obvious advantages in economy and convenience. The saturation volume in my country's urban and rural markets has reached more than 300 million units. In 2023, the total sales of two-wheeled electric vehicles will be about 65 million units, a net increase of 4.03 million units from 60.07 million units in 201b1, an increase of 8.27%.

[0003] The hub motor is a new power transmission technology that embeds the motor inside the wheel hub. Through the steel sheets and coils on the motor, a magnetic field is formed under the action of electric current, thereby driving the rotation of the rear wheel and realizing multiple functions such as electric vehicles. It has become an important technology for electric vehicles and motorcycles.

[0004] The advantages of wheel hub motors are: low cost, easy maintenance and wide application. Wheel hub motor technology, also known as in-wheel motor technology, is an advanced drive method used in electric vehicles and is also often used in integrated electric wheel systems developed by auto parts manufacturers. Wheel hub motor technology has great development prospects.

[0005] However, there are still some problems with hub motors:

[0006] 1. When driving on flat roads and in working conditions, the hub motor mainly uses the rated power; when driving on starting, accelerating, on slopes, overloading, driving against the wind and other driving conditions and working conditions, the hub motor uses the peak power.

[0007] 2. Hub motors generally do not have a transmission system and are low-speed motors. Therefore, their functional density is low. During long-term high-speed riding, the hub motor will not be able to speed up, and the acceleration is poor. When starting and driving on slopes, the current is large and the energy consumption is high. Therefore, the overall driving efficiency of the hub motor is low and the cruising range is short.

[0008] 3. For the power output curve of the hub motor, the motor's efficient platform load and speed deviate from the wheel load and speed, and there are not many efficient driving roads and working conditions. Specifically, the energy conversion efficiency at the start moment is about 5%-10%, and the energy conversion efficiency from starting acceleration to the rated power maximum driving speed gradually increases from 10% to 60%-65%; when driving on a slope of less than 20°, the energy conversion efficiency is about 40%; when driving under overload or slope greater than 20°, the energy conversion efficiency is 20%-35%; when driving on ideal roads and in a good windless environment, the energy conversion efficiency is 60%-65%.

[0009] 4. The wheel hub motor structure is a closed structure that places the motor inside the wheel hub. Through the steel sheet and coil on the motor, a magnetic field is formed under the action of current, thereby driving the rotation of the rear wheel. The motor rotor is connected to the tire, and the heat dissipation performance is extremely poor. Long-term operation will increase the temperature of the motor, resulting in increased energy consumption and reduced efficiency. It may even cause tire blowouts, motor demagnetization and rust, shortening the service life of the electric two-wheeled vehicle and affecting its efficiency.

[0010] 5. The hub motor is installed inside the wheel hub. Due to the space constraints of the inner diameter of the wheel hub, the power is also restricted.

[0011] 6. When the hub motor is started, driving on a slope, causing the motor to block, or when the battery has a large current, the battery charge and discharge characteristics will not match the power. This will not only affect the reasonable discharge and balanced power supply of the battery, affecting the battery life, but also cause the cable to burn due to overload and overheating, and the controller to be damaged due to frequent high current shocks.

[0012] 7. The comprehensive road use and additional costs of hub motors are high, and the reliability is low.

[0013] 8. More than 95% of electric two-wheelers require the installation size to be within 200 mm. The wheel hub motor is large in size and medium in weight, which affects the handling and road feel. Specifically, when the maximum speed of an electric two-wheeler is required to be greater than 100 kilometers, due to the increase in the size and weight of the electric two-wheeler, while the cost increases, the rotational inertia of the unsprung mass around the kingpin will increase significantly, resulting in poor directional force response, a significant decrease in steering return at high speed, and a downward shift in the resonance frequency of the steering wheel shimmy, which increases the dynamic load between the tire and the ground and makes the tire ground contact worse. The increase in tire dynamic load will accelerate the fatigue damage of the wheel hub motor, and the poor ground contact is not conducive to stable handling. These changes will affect the steering road feel and increase the shimmy trend during driving.

[0014] Therefore, with the rapid development of new energy technologies, more and more motorcycles are beginning to use a combination of motors and reduction mechanisms to form an electric drive system. Among them, wheel core drive is a common drive method in motorcycle electric drive systems. By integrating high-speed motors and reducers in the wheel hub, it has obvious advantages in terms of compactness, torque transmission capability, and motor efficiency.

[0015] Please refer to the Chinese patent with announcement number CN218868049U applied by the inventor of this application, which discloses a wheel core drive assembly, whose structure includes a rotatably mounted wheel hub and a drive system housing arranged in the inner cavity of the wheel hub, the motor and the reduction mechanism are integrated and assembled inside the drive system housing, and the two ends of the drive system housing are connected to the motorcycle frame through outwardly extending support shafts. Although such an assembly structure has certain advantages in terms of compactness, for the wheel core drive assembly, because the motor and the reduction mechanism are axially arranged side by side, there is still a technical demand that the thickness of the drive assembly is large and the axial arrangement space needs to be further optimized. Utility Model Content

[0016] In order to solve the technical problem that the existing wheel core drive assembly has a large thickness and the axial arrangement space needs to be optimized due to the axial side-by-side arrangement of the motor and the reduction mechanism, the utility model provides an electric motorcycle inlaid combined wheel core drive system.

[0017] The technical solution is as follows:

[0018] The first aspect of the present application relates to an inlaid combined wheel core drive system for an electric motorcycle, comprising a wheel hub and a wheel core drive assembly arranged on one side of the wheel hub, the wheel core drive assembly comprising a housing assembly and a motor and a reducer both mounted in the housing assembly, the motor comprising a motor shaft rotatably mounted in the housing assembly via two motor bearings, a rotor synchronously mounted on the motor shaft, and a stator surrounding the rotor, the stator being fixedly mounted in the housing assembly, a first support shaft and a second support shaft coaxially mounted on the housing assembly extending in opposite directions, the wheel hub being rotatably mounted on the second support shaft, the motor shaft being able to drive the wheel hub to rotate via the reducer, and the rotor It includes at least one intermediate iron core which is synchronously rotated and sleeved side by side on the motor shaft, and each intermediate iron core and each end iron core are provided with the same number of permanent magnets evenly distributed along the circumferential direction. The intermediate iron core is formed by stacking a plurality of intermediate magnetic steel sheets which are arranged side by side along the axial direction of the motor shaft, and the end iron core is formed by stacking a plurality of end magnetic steel sheets which are arranged side by side along the axial direction of the motor shaft. Both the intermediate magnetic steel sheets and the end magnetic steel sheets are annular sheet structures, and the outer diameter of the intermediate magnetic steel sheet is equal to the outer diameter of the end magnetic steel sheet, and the inner diameter of the intermediate magnetic steel sheet is smaller than the inner diameter of the end magnetic steel sheet, so that a clearance groove is formed between the two end iron cores and the motor shaft, and the inner end faces of the two motor bearings extend into the adjacent clearance grooves.

[0019] The above electric motorcycle inlaid combined wheel core drive system has the following beneficial effects:

[0020] 1. Realize the wheel core drive layout, by integrating the high-speed motor and reducer into the wheel hub, which has obvious advantages in structural compactness, torque transmission capability, and motor efficiency.

[0021] 2. By arranging end cores with larger central apertures at both ends of the middle core, a clearance groove is formed between the motor shaft and the two end cores. Compared with the traditional hollow rotor motor, the clearance groove increases the axial installation space near the motor shaft, so that adjacent components such as motor bearings can use the clearance groove, thereby reducing the axial width of the entire wheel core drive system and making the system structure more compact.

[0022] 3. By designing each permanent magnet to be inserted into the middle iron core and the two end iron cores, the length of each permanent magnet is made as long as possible, so as to generate the strongest possible magnetic field, thereby ensuring that the power of the motor is not affected by the structural optimization.

[0023] In some embodiments, the housing assembly includes a partition plate assembly and a motor housing assembly and a reducer housing assembly respectively installed on both sides of the partition plate assembly by threaded fasteners, the motor housing assembly and the partition plate assembly together form a motor assembly chamber, the motor is installed in the motor assembly chamber, the first support shaft is fixedly installed on a side of the motor housing assembly away from the partition plate assembly, the reducer housing assembly and the partition plate assembly together form a reduction assembly chamber, the reducer is installed in the reduction assembly chamber, one end of the second support shaft is fixedly installed on the partition plate assembly, and the other end is rotatably mounted with the hub after passing through the reducer housing assembly outward.

[0024] In some embodiments, the partition plate assembly includes a right end cover of the motor housing and a reduction gear box rear cover that is snugly disposed on a side of the right end cover of the motor housing close to the reduction gear box assembly;

[0025] The motor housing assembly comprises a motor housing body and a left end cover of the motor housing, the right end cover of the motor housing covers one end of the motor housing body close to the reducer housing assembly, the left end cover of the motor housing covers one end of the motor housing body away from the right end cover of the motor housing, the left end cover of the motor housing, the motor housing body and the right end cover of the motor housing together form the motor assembly chamber, the first support shaft is mounted on the left end cover of the motor housing and extends in a direction away from the right end cover of the motor housing;

[0026] The reducer case assembly includes a reducer case body, which is installed on the side of the reducer case rear cover away from the right end cover of the motor housing. The reducer case body and the reducer case rear cover together form the reducer assembly chamber. The second support shaft is installed on the reducer case rear cover and passes through the reducer case body outward in the direction away from the right end cover of the motor housing, and is then fitted with a wheel hub that can rotate relative to the reducer case.

[0027] In some embodiments, a plurality of threaded through holes are provided along the circumference of the motor housing body and pass through its two ends. A first through hole connected to the corresponding threaded through hole is provided on the left end cover of the motor housing, and each first bolt passes through the corresponding first through hole and is tightened in the corresponding threaded through hole. A second through hole connected to the corresponding threaded through hole is provided on the right end cover of the motor housing, and a third through hole connected to the corresponding second through hole is provided on the rear cover of the reduction gear box. Each second bolt passes through the corresponding third through hole and the second through hole in turn and is tightened in the corresponding threaded through hole. The reduction gear box body is locked on the rear cover of the reduction gear box by a plurality of third bolts.

[0028] In some embodiments, the outer end surfaces of the two end cores are covered with dynamic balancing covers, and the two dynamic balancing covers, the two end cores and all the middle cores are fastened together by a plurality of first threaded fasteners penetrating along the axial direction.

[0029] In some embodiments, the portions of the two dynamic balancing cover plates near their inner edges have cover plate sinking sections that are sunken into corresponding clearance grooves, and the two cover plate sinking sections are respectively covered on the outer end surfaces of the two intermediate iron cores located at the ends, and the cover plate sinking sections form a cover plate groove that is concave toward the intermediate iron core on the side away from the adjacent intermediate iron core, and the inner end surfaces of the two motor bearings extend into the adjacent cover plate grooves.

[0030] In some embodiments, the two cover plate sinking sections and all the intermediate cores are fastened together by a plurality of second threaded fasteners penetrating along the axial direction.

[0031] In some embodiments, the middle iron core and the end iron core are provided with a plurality of permanent magnet mounting holes distributed along the circumference of the motor shaft, and any two adjacent permanent magnet mounting holes are arranged in a "V" shape. The permanent magnet mounting holes pass through the corresponding middle iron core or end iron core, and a permanent magnet is embedded in each permanent magnet mounting hole.

[0032] In some embodiments, the motor shaft is coaxially arranged with the first support shaft and the second support shaft, and the reducer includes an intermediate shaft parallel to the motor shaft, a primary driving gear synchronously rotatably mounted on the motor shaft, a wheel hub drive sleeve rotatably mounted on the second support shaft, a secondary driven gear synchronously rotatably mounted on the wheel hub drive sleeve, and a primary driven gear synchronously rotatably mounted on the intermediate shaft, the two ends of the intermediate shaft are rotatably mounted on the reduction box body and the reduction box rear cover through two intermediate shaft bearings, the primary driving gear is meshed with the primary driven gear, the intermediate shaft is formed with secondary driving teeth meshed with the secondary driven gear, and the wheel hub drive sleeve rotates synchronously with the wheel hub.

[0033] In some embodiments, the wheel hub drive sleeve includes a mounting sleeve mounted on the second support shaft and a mounting flange integrally formed at one end of the mounting sleeve close to the wheel hub, the secondary driven gear is mounted on the mounting sleeve through a spline fit, and the mounting flange is locked to the wheel hub through a plurality of fourth bolts. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a schematic diagram of the structure of the inlaid combined wheel core drive system of an electric motorcycle;

[0035] Figure 2 It is the structural diagram of the motor;

[0036] Figure 3 It is a schematic diagram of the matching relationship between the reducer and the wheel hub;

[0037] Figure 4 Schematic diagram of the matching relationship between the end magnetic steel sheet and each permanent magnet;

[0038] Figure 5Schematic diagram of the coordination relationship between the middle magnetic steel sheet and each permanent magnet;

[0039] Figure 6 It is a structural schematic diagram of the housing assembly. DETAILED DESCRIPTION

[0040] The utility model is further described below in conjunction with embodiments and drawings.

[0041] like Figure 1-Figure 6 As shown, an inlaid combined wheel core drive system for an electric motorcycle mainly includes a wheel hub 2 and a wheel core drive assembly arranged on one side of the wheel hub 2. In this embodiment, the wheel hub 2 is recessed in a direction away from the wheel core drive assembly to form a power assembly mounting cavity 2a, so that the wheel core drive assembly is at least partially located in the power assembly mounting cavity 2a, effectively improving the balance of the entire electric motorcycle inlaid combined wheel core drive system.

[0042] The wheel core drive assembly includes a housing assembly 1 and a motor A and a reducer B both installed in the housing assembly 1 , that is, the motor A drives the wheel hub 2 to rotate through the reducer B.

[0043] The motor A includes a motor shaft 5, a rotor 4 and a stator 3 adapted to the rotor 4. The motor shaft 5 is rotatably mounted in the housing assembly 1, the rotor 4 is synchronously rotatably mounted on the motor shaft 5, and the stator 3 is fixedly mounted in the housing assembly 1 and surrounds the rotor 4. Therefore, after the motor A is powered on, the rotor 4 will drive the motor shaft 5 to rotate synchronously with it. The motor shaft 5 can drive the hub assembly C to rotate through the reducer B.

[0044] In this embodiment, the rotor 4 includes at least one intermediate iron core 4a which is synchronously rotated and mounted side by side on the motor shaft 5, and two end iron cores 4b which are symmetrically arranged at both ends of all the intermediate iron cores 4a. Each intermediate iron core 4a and each end iron core 4b are evenly distributed along the circumferential direction and are penetrated with the same number of permanent magnets 6. The permanent magnets 6 extend from one end face of the corresponding intermediate iron core 4a to the other end face or from one end face of the corresponding end iron core 4b to the other end face. That is, each intermediate iron core 4a and each end iron core 4b are installed with permanent magnets 6. Through such a design, the total length of each permanent magnet 6 is as long as possible, so that the strongest magnetic field can be generated, thereby ensuring that the power of the motor is not affected by the structural optimization.

[0045] Among them, the middle iron core 4a is formed by stacking a plurality of middle magnetic steel sheets 4a1 arranged side by side along the axial direction of the motor shaft 5, that is, adjacent middle magnetic steel sheets 4a1 are mutually fitted, and the end iron core 4b is formed by stacking a plurality of end magnetic steel sheets 4b1 arranged side by side along the axial direction of the motor shaft 5, that is, adjacent end magnetic steel sheets 4b1 are mutually fitted, the middle magnetic steel sheet 4a1 and the end magnetic steel sheet 4b1 are both annular sheet structures, and the outer diameter of the middle magnetic steel sheet 4a1 is equal to the outer diameter of the end magnetic steel sheet 4b1, and the inner diameter of the middle magnetic steel sheet 4a1 is smaller than the inner diameter of the end magnetic steel sheet 4b1, so that a clearance groove 7 is formed between the two end iron cores 4b and the motor shaft 5, and the inner end faces of the two motor bearings 8 extend into the adjacent clearance grooves 7, so that the axial width of the wheel core drive system is narrowed. It should be pointed out that the middle magnetic steel sheet 4a1 and the end magnetic steel sheet 4b1 are both made of silicon steel sheets.

[0046] Therefore, by arranging end cores 4b with larger central apertures at both ends of the middle core 4a, a clearance groove 7 is formed between the motor shaft 5 of the motor A and the two end cores 4b. Compared with the traditional hollow rotor motor, the clearance groove 7 increases the axial installation space near the motor shaft, so that adjacent components such as the motor bearing 8 can use the clearance groove 7, thereby reducing the axial width of the entire wheel core drive system and making the system structure more compact.

[0047] Furthermore, the outer end surfaces of the two end cores 4b are covered with dynamic balancing covers 17, and the two dynamic balancing covers 17, the two end cores 4b and all the intermediate cores 4a are locked together by a plurality of first threaded fasteners 18a penetrating along the axial direction, and the first threaded fasteners 18a are evenly distributed along the circumference of the motor shaft 5. Through such a design, the dynamic balancing covers 17 cooperate with the first threaded fasteners 18a to ensure the reliable installation of the intermediate cores 4a and the end cores 4b, and can also ensure the dynamic balance of the rotation of the rotor 4, thereby improving the stability of the rotation of the rotor 4.

[0048] Furthermore, the parts of the two dynamic balancing cover plates 17 near their inner edges have cover plate sinking sections 17a that are sunken into the corresponding clearance grooves 7. The two cover plate sinking sections 17a are respectively covered on the outer end surfaces of the two intermediate iron cores 4a located at the ends, and the side of the cover plate sinking sections 17a away from the adjacent intermediate iron core 4a forms a cover plate groove 7a that is recessed toward the intermediate iron core 4a, that is, the main parts of the two dynamic balancing cover plates 17 are respectively attached to the outer end surfaces of the corresponding end iron cores 4b, the cover plate sinking sections 21a of the two dynamic balancing cover plates 21 are each attached to one of the two intermediate iron cores 4a located at both ends, and the cover plate sinking sections 17a are respectively located in the corresponding clearance grooves 7. At the same time, the clearance grooves 7 still have some space left to form cover plate grooves 7a, and the inner end surfaces of the two motor bearings 8 extend into the adjacent cover plate grooves 7a, so that the dynamic balancing cover plates 17 are reliably installed, and the axial width dimension of the entire wheel core drive system is made as small as possible, making the system structure as compact as possible.

[0049] Furthermore, the two cover plate sink sections 17a and all the intermediate iron cores 4a are locked together by a plurality of second threaded fasteners 18b penetrating along the axial direction, thereby further ensuring the reliable installation of each intermediate magnetic steel sheet 4a1.

[0050] In this embodiment, the first threaded fastener 18a and the second threaded fastener 18b are both long bolts, which are locked by threaded matching, which is simple and reliable.

[0051] Furthermore, first threaded holes 23 compatible with the first threaded fasteners 18a are provided on the dynamic balancing cover plate 17, the end cores 4b and all the intermediate cores 4a. In the present embodiment, six first threaded fasteners 18a are provided along the circumference of the motor A. Second threaded holes 24 compatible with the second threaded fasteners 18b are provided on the cover plate sinking section 17a and the intermediate cores 4a. In the present embodiment, a total of twelve second threaded fasteners 18b are provided along the circumference of the motor A. The first threaded fastener 18a and the second threaded fastener 18b are respectively long bolts compatible with the first threaded hole 23 and the second threaded hole 24, so that they can be directly locked on the corresponding first threaded hole 23 and the second threaded hole 24 without the use of nuts, which not only reduces the use of parts and reduces costs, but also facilitates assembly and is more stable and reliable.

[0052] In this embodiment, a plurality of permanent magnet mounting holes 24 distributed along the circumference of the motor shaft 5 are provided on the middle iron core 4a and the end iron core 4b, and each permanent magnet mounting hole 24 penetrates the corresponding middle iron core A1 or the end iron core A2 respectively, and any two adjacent permanent magnet mounting holes 24 are arranged in a "V" shape, and the permanent magnet mounting holes 24 penetrate the corresponding middle iron core 4a or the corresponding end iron core 4b, and a permanent magnet 6 is embedded in each permanent magnet mounting hole 24. Through the "V"-shaped arrangement of the permanent magnet mounting holes 24, the number of permanent magnets 6 installed can be increased as much as possible, thereby further improving the output power of the motor A.

[0053] The housing assembly 1 is coaxially mounted with a first support shaft 1b1 and a second support shaft 1c1 extending in opposite directions, and the wheel hub 2 is rotatably mounted on the second support shaft 1c1. Specifically, the housing assembly 1 includes a partition plate assembly 1a, and a motor housing assembly 1b and a reducer housing assembly 1c respectively mounted on both sides of the partition plate assembly 1a by threaded fasteners. Specifically, the motor housing assembly 1b, the partition plate assembly 1a, and the reducer housing assembly 1c are sequentially connected from left to right to realize a split assembly structure of the housing assembly 1.

[0054] In this embodiment, the motor housing assembly 1b and the partition plate assembly 1a together form a motor assembly chamber, and the motor A is installed in the motor assembly chamber, ensuring the reliable installation of the motor A and a stable working environment. The motor housing assembly 1b has a first support shaft 1b1 extending in a direction away from the reducer case assembly 1c.

[0055] Similarly, the reducer case assembly 1c and the partition plate assembly 1a together form a reducer assembly chamber, and the reducer B is installed in the reducer assembly chamber, ensuring the reliable installation of the reducer B and a stable working environment. The reducer case assembly 1c has a second support shaft 1c1 extending away from the reducer case assembly 1c, and one end of the second support shaft 1c1 is fixedly mounted on the partition plate assembly 1a, and the other end passes through the reducer case assembly 1c and is rotatably mounted with a hub 2.

[0056] Therefore, the split assembly structure of the above-mentioned shell assembly 1 not only does not require the entire shell assembly 1 to be disassembled when repairing and replacing parts, but only requires partial disassembly, thereby improving the convenience of assembly and maintenance and reducing maintenance costs and time, and the various parts of the shell assembly 1 can be reliably locked by threaded fasteners, which not only ensures the structural strength and reliability of the shell assembly 1, but also ensures the convenience of disassembly and assembly.

[0057] Furthermore, the partition plate assembly 1a includes a right end cover 1a1 of the motor housing and a reducer case rear cover 1a2 which is snugly arranged on the side of the right end cover 1a1 of the motor housing close to the reducer case assembly 1c; the partition plate assembly 1a is divided into two, which are respectively assembled with the motor housing assembly 1b and the reducer case assembly 1c to form a complete case, thereby ensuring the reliability of the assembly of the motor A and the reducer B.

[0058] The motor housing assembly 1b includes a motor housing body 1b2 and a left end cover 1b3 of the motor housing. The right end cover 1a1 of the motor housing covers one end of the motor housing body 1b2 close to the reducer case assembly 1c. The left end cover 1b3 of the motor housing covers one end of the motor housing body 1b2 away from the right end cover 1a1 of the motor housing. The left end cover 1b3 of the motor housing, the motor housing body 1b2 and the right end cover 1a1 of the motor housing together form a motor assembly chamber. The first support shaft 1b1 is installed on the left end cover 1b3 of the motor housing and extends in a direction away from the right end cover 1a1 of the motor housing. The motor A is installed in the motor assembly chamber, which is stable and reliable. Moreover, the motor shaft 5 of the motor A passes through the right end cover 1a1 of the motor housing and then passes into the reduction assembly chamber.

[0059] Furthermore, the rear end of the first support shaft 1b1 is fixedly connected with a left shaft support plate 1b11, which is locked on the left end cover 1b3 of the motor housing by a support plate bolt 21, ensuring the reliable installation of the first support shaft 1b1. Such a structure is equivalent to the inner end of the first support shaft 1b1 being fixedly connected to the housing of the motor part, and the resonance and resonance generated by the transmission operation of the motor A will hardly be transmitted to the first support shaft 1b1, which can improve the stability and reliability of the assembly of the wheel core drive assembly on the frame.

[0060] The reducer housing assembly 1c includes a reducer housing body 1c2, which is mounted on the side of the reducer housing rear cover 1a2 away from the right end cover 1a1 of the motor housing. The reducer housing body 1c2 and the reducer housing rear cover 1a2 together form a reduction assembly chamber. The second support shaft 1c1 is mounted on the reducer housing rear cover 1a2, and is penetrated out of the reducer housing body 1c2 in a direction away from the right end cover 1a1 of the motor housing, and is then covered with a wheel hub 2 that can rotate relative to it. The reducer B is mounted in the reduction assembly chamber, which is stable and reliable.

[0061] The inner end of the second support shaft 1c1 is fixedly connected with a force-bearing support plate 22, which is provided with a plurality of support plate mounting holes. The reduction box rear cover 1a2 is provided with connection seats corresponding to the support plate mounting holes, and each connection seat is provided with a threaded blind hole connected to the corresponding support plate mounting hole. A plurality of support plate bolts 20 are respectively passed through the corresponding support plate mounting holes and then tightened in the corresponding threaded blind holes, thereby ensuring the reliable installation of the second support shaft 1c1. Such a structure is equivalent to the inner end of the second support shaft 1c1 being fixedly connected to the housing of the reducer part, and the resonance and resonance generated by the transmission operation of the reducer B will hardly be transmitted to the second support shaft 1c1, which can improve the stability and reliability of the assembly of the wheel core drive assembly on the vehicle frame.

[0062] A number of threaded through holes 1b21 are provided along the circumference of the motor housing main body 1b2 and pass through its two ends. The left end cover 1b3 of the motor housing is provided with first through holes 1b31 respectively connected with the corresponding threaded through holes 1b21. Each first bolt 1d passes through the corresponding first through hole 1b31 and is tightened in the corresponding threaded through hole 1b21. The right end cover 1a1 of the motor housing is provided with second through holes 1a11 respectively connected with the corresponding threaded through holes 1b21. The rear cover 1a2 of the reduction gearbox is provided with third through holes 1a21 respectively connected with the corresponding second through holes 1a11. Each second bolt 1e passes through the corresponding third through hole 1a21 and the second through hole 1a11 in turn and is tightened in the corresponding threaded through hole 1b21. That is, after the first bolt 1d and the second bolt 1e are tightened, the left end cover 1b3 of the motor housing and the partition plate assembly 1a are tightened on the motor housing main body 1b2, thereby ensuring the overall structural strength. In this way, the reliable connection of the motor parts of the housing assembly 1 and the reliable connection with the reducer part are cleverly achieved. The overall structure is extremely compact, ensuring that the housing assembly 1 will not have the problem of reduced strength due to the split design.

[0063] At the same time, the reduction box body 1c2 is locked on the reduction box rear cover 1a2 by a plurality of third bolts 20, which is simple and reliable.

[0064] The motor shaft 5 is coaxially arranged with the first support shaft 1b1 and the second support shaft 1c1, and the wheel core drive system can be fixedly installed on the electric motorcycle body through the first support shaft 1b1 and the second support shaft 1c1, that is, the first support shaft 1b1 and the second support shaft 1c1 are connected to the flat fork.

[0065] The reducer B comprises an intermediate shaft 10 parallel to the motor shaft 5, a primary driving gear 16 synchronously rotatably mounted on the motor shaft 5, a hub drive sleeve 27 rotatably mounted on the second support shaft 1c1, a secondary driven gear 14 synchronously rotatably mounted on the hub drive sleeve 27, and a primary driven gear 12 synchronously rotatably mounted on the intermediate shaft 10. The two ends of the intermediate shaft 10 are rotatably mounted on the reduction box body 1c2 and the reduction box rear cover 1a2 through two intermediate shaft bearings 11. The primary driving gear 16 meshes with the primary driven gear 12. The intermediate shaft 10 is formed with secondary driving teeth 13 meshing with the secondary driven gear 14. The hub drive sleeve 17 rotates synchronously with the wheel hub 2. Among them, the outer diameter of the primary driving gear 16 is smaller than the outer diameter of the primary driven gear 12, and the outer diameter of the secondary driving teeth 13 is smaller than the outer diameter of the secondary driven gear 14.

[0066] Therefore, the motor shaft 5 drives the primary driving gear 16 to rotate synchronously therewith, the primary driving gear 16 drives the primary driven gear 12 to rotate, the primary driven gear 12 drives the intermediate shaft 10 to rotate synchronously therewith, the secondary driving gear 13 on the intermediate shaft 10 drives the secondary driven gear 14 to rotate, the secondary driven gear 14 drives the hub driving sleeve 27 to rotate synchronously therewith, and the hub driving sleeve 27 drives the hub 2 to rotate synchronously therewith, which is simple, reliable and has good stability.

[0067] Based on this, the transmission path of the wheel core drive assembly is: motor shaft 5 → primary driving gear 16 → primary driven gear 12 → intermediate shaft 10 → secondary driving gear 13 → secondary driven gear 14 → wheel hub drive sleeve 27 → wheel hub 2.

[0068] The wheel hub driving sleeve 27 includes a mounting sleeve 27a sleeved on the second supporting shaft 1c1 and a mounting flange 27b integrally formed on one end of the mounting sleeve 27a close to the wheel hub 2. The secondary driven gear 14 is mounted on the mounting sleeve 27a through a spline fit, and the mounting flange 27b is locked with the wheel hub 2 through a plurality of fourth bolts 25. The above structure is simple and reliable, which not only ensures the reliability of the fit with the secondary driven gear 14, but also ensures the reliability of the fit with the wheel hub 2.

[0069] Furthermore, the wheel hub driving sleeve 27 is rotatably mounted on the second supporting shaft 1c1 via the driving sleeve bearing 15, thereby ensuring the stability and reliability of the rotation of the wheel hub driving sleeve 27.

[0070] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make a variety of similar expressions without violating the purpose and claims of the present invention, and such changes fall within the scope of protection of the present invention.

Claims

1. An inlaid combined wheel core drive system for an electric motorcycle, comprising a wheel hub and a wheel core drive assembly arranged on one side of the wheel hub, the wheel core drive assembly comprising a housing assembly and a motor and a reducer both mounted in the housing assembly, the motor comprising a motor shaft rotatably mounted in the housing assembly through two motor bearings, a rotor synchronously mounted on the motor shaft, and a stator surrounding the rotor, the stator being fixedly mounted in the housing assembly, a first support shaft and a second support shaft coaxially mounted on the housing assembly extending in opposite directions, the wheel hub being rotatably mounted on the second support shaft, the motor shaft being able to drive the wheel hub to rotate through the reducer, characterized in that: The rotor includes at least one intermediate iron core which is synchronously rotated and sleeved side by side on the motor shaft, and each intermediate iron core and each end iron core are provided with the same number of permanent magnets evenly distributed along the circumferential direction. The intermediate iron core is formed by stacking a plurality of intermediate magnetic steel sheets which are arranged side by side along the axial direction of the motor shaft, and the end iron core is formed by stacking a plurality of end magnetic steel sheets which are arranged side by side along the axial direction of the motor shaft. Both the intermediate magnetic steel sheets and the end magnetic steel sheets are annular sheet structures, and the outer diameter of the intermediate magnetic steel sheet is equal to the outer diameter of the end magnetic steel sheet, and the inner diameter of the intermediate magnetic steel sheet is smaller than the inner diameter of the end magnetic steel sheet, so that a clearance groove is formed between the two end iron cores and the motor shaft, and the inner end faces of the two motor bearings extend into the adjacent clearance grooves.

2. The electric motorcycle inlaid combined wheel core drive system according to claim 1, characterized in that: The housing assembly includes a partition plate assembly and a motor housing assembly and a reducer case assembly respectively mounted on both sides of the partition plate assembly by threaded fasteners, the motor housing assembly and the partition plate assembly together form a motor assembly chamber, the motor is mounted in the motor assembly chamber, the first support shaft is fixedly mounted on a side of the motor housing assembly away from the partition plate assembly, the reducer case assembly and the partition plate assembly together form a reduction assembly chamber, the reducer is mounted in the reduction assembly chamber, one end of the second support shaft is fixedly mounted on the partition plate assembly, and the other end is rotatably mounted with the hub after passing through the reduction case assembly outward.

3. The electric motorcycle inlaid combined wheel core drive system according to claim 2, characterized in that: The partition plate assembly includes a right end cover of the motor housing and a reduction box rear cover which is fittedly arranged on a side of the right end cover of the motor housing close to the reduction box assembly; The motor housing assembly comprises a motor housing body and a left end cover of the motor housing, the right end cover of the motor housing covers one end of the motor housing body close to the reducer housing assembly, the left end cover of the motor housing covers one end of the motor housing body away from the right end cover of the motor housing, the left end cover of the motor housing, the motor housing body and the right end cover of the motor housing together form the motor assembly chamber, the first support shaft is mounted on the left end cover of the motor housing and extends in a direction away from the right end cover of the motor housing; The reducer case assembly includes a reducer case body, which is installed on the side of the reducer case rear cover away from the right end cover of the motor housing. The reducer case body and the reducer case rear cover together form the reducer assembly chamber. The second support shaft is installed on the reducer case rear cover and passes through the reducer case body outward in the direction away from the right end cover of the motor housing, and is then fitted with a wheel hub that can rotate relative to the reducer case.

4. The electric motorcycle inlaid combined wheel core drive system according to claim 3, characterized in that: A plurality of threaded through holes are provided along the circumference of the motor housing body and pass through its two ends. The left end cover of the motor housing is provided with first through holes respectively connected with the corresponding threaded through holes. Each first bolt passes through the corresponding first through hole and is tightened in the corresponding threaded through hole. The right end cover of the motor housing is provided with second through holes respectively connected with the corresponding threaded through holes. The rear cover of the reduction gear box is provided with third through holes respectively connected with the corresponding second through holes. Each second bolt passes through the corresponding third through hole and the second through hole in sequence and is tightened in the corresponding threaded through hole. The reduction gear box body is locked on the rear cover of the reduction gear box by a plurality of third bolts.

5. The electric motorcycle inlaid combined wheel core drive system according to claim 1, characterized in that: The outer end surfaces of the two end iron cores are covered with dynamic balancing covers, and the two dynamic balancing covers, the two end iron cores and all the middle iron cores are locked together by multiple first threaded fasteners penetrating along the axial direction.

6. The electric motorcycle inlaid combined wheel core drive system according to claim 5, characterized in that: The two dynamic balancing cover plates have cover plate sinking sections sunk into corresponding makeshift grooves near their inner edges. The two cover plate sinking sections are respectively covered on the outer end surfaces of the two intermediate iron cores located at the ends, and the cover plate sinking sections form a cover plate groove recessed toward the intermediate iron core on the side away from the adjacent intermediate iron core, and the inner end surfaces of the two motor bearings extend into the adjacent cover plate grooves.

7. The electric motorcycle inlaid combined wheel core drive system according to claim 6, characterized in that: The two cover plate sinking sections and all the intermediate iron cores are locked together by a plurality of second threaded fasteners penetrating along the axial direction.

8. The electric motorcycle inlaid combined wheel core drive system according to claim 1, characterized in that: The middle iron core and the end iron core are both provided with a plurality of permanent magnet mounting holes distributed along the circumference of the motor shaft, and any two adjacent permanent magnet mounting holes are arranged in a "V" shape. The permanent magnet mounting holes all penetrate the corresponding middle iron core or the end iron core, and a permanent magnet is embedded in each permanent magnet mounting hole.

9. The electric motorcycle inlaid combined wheel core drive system according to claim 1, characterized in that: The motor shaft is coaxially arranged with the first support shaft and the second support shaft, the reducer includes an intermediate shaft parallel to the motor shaft, a primary driving gear synchronously rotatably mounted on the motor shaft, a wheel hub driving sleeve rotatably mounted on the second support shaft, a secondary driven gear synchronously rotatably mounted on the wheel hub driving sleeve, and a primary driven gear synchronously rotatably mounted on the intermediate shaft, the two ends of the intermediate shaft are rotatably mounted on the reduction box body and the reduction box rear cover through two intermediate shaft bearings, the primary driving gear is meshed with the primary driven gear, the intermediate shaft is formed with secondary driving teeth meshed with the secondary driven gear, and the wheel hub driving sleeve rotates synchronously with the wheel hub.

10. The electric motorcycle inlaid combined wheel core drive system according to claim 9, characterized in that: The wheel hub drive sleeve includes a mounting sleeve sleeved on the second support shaft and a mounting flange integrally formed on one end of the mounting sleeve close to the wheel hub. The secondary driven gear is mounted on the mounting sleeve through spline fitting, and the mounting flange is locked to the wheel hub through a plurality of fourth bolts.

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