Middle motor and moped

Abstract

The utility model relates to the technical field of middle motors, and provides a middle motor and a moped. The middle shaft assembly comprises a middle shaft; the driving assembly is located on the radial side of the middle shaft. An output shaft sleeve in the output shaft assembly sleeves the middle shaft and can rotate along with the middle shaft, and the first gear sleeves the output shaft sleeve and is in transmission connection with the driving assembly and the middle shaft assembly; a first shaft sleeve in the first one-way clutch fixedly sleeves the middle shaft, a second shaft sleeve sleeves the middle shaft, is detachably connected with an output shaft sleeve and can synchronously rotate with the output shaft sleeve, and the first shaft sleeve and the second shaft sleeve can perform one-way transmission; the torque induction transmission assembly comprises a stator frame and a rotor frame, the rotor frame fixedly sleeves the second shaft sleeve, and the stator frame sleeves the rotor frame and can rotate relative to the rotor frame. In this way, the radial size of the torque induction transmission assembly is not affected by the output shaft assembly. And the compactness of the internal layout of the middle motor is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of mid-mounted motors, in particular to a mid-mounted motor and a power-assisted vehicle. Background Art

[0002] The driving part of a common bicycle includes a middle shaft, a crank, a first shaft sleeve, a second shaft sleeve and a one-way clutch, wherein the middle shaft is arranged along the left and right directions of the vehicle body and is rotatably connected to the vehicle body. A crank is respectively connected to the axial ends of the middle shaft, and the crank is rotatably connected to the pedal. The first shaft sleeve is fixedly sleeved on the middle shaft, the second shaft sleeve is sleeved on the middle shaft and is transmitted to the first shaft sleeve through a one-way clutch, and the second shaft sleeve can be transmitted with the wheel.

[0003] In order to improve the riding experience of riders, a bicycle with power-assisted function is launched, which is equipped with a motor that can transmit to the second shaft sleeve. In this way, the rider can start the motor, and the motor and the rider can overcome the resistance together, reducing the rider's own work. On this basis, in order to optimize the output power of the motor and enable it to provide different power-assisted modes according to the rider's riding status, a torque sensing transmission component is installed on the second shaft sleeve to obtain the rider's riding status at this time.

[0004] In the existing mid-mounted motor, the second sleeve is installed with a gear that drives the motor and a torque sensing transmission component, which makes it difficult to install the torque sensing transmission component and causes the radial dimension of the inner diameter of the rotor frame of the torque sensing transmission component to be too large, requiring the output shaft component or the limiting structure for installing the output shaft component to avoid it, which in turn causes the overall radial dimension of the rotor frame to be too large, causing the drive component to avoid it, that is, the distance between the drive component and the central shaft is also relatively large, resulting in a relatively large volume of the entire mid-mounted motor, affecting the overall aesthetics of the vehicle.

[0005] Therefore, a mid-mounted motor and a power-assisted vehicle are urgently needed to solve the above-mentioned technical problems. Utility Model Content

[0006] The utility model aims to provide a mid-mounted motor and a power-assisted vehicle, which can achieve a compact layout inside the mid-mounted motor.

[0007] To achieve this purpose, the utility model adopts the following technical solutions:

[0008] Mid-mounted motor, including:

[0009] A bottom bracket assembly, including a bottom bracket;

[0010] A driving assembly, located on one radial side of the central axis;

[0011] An output shaft assembly, comprising an output shaft sleeve and a first gear, wherein the output shaft sleeve is sleeved on the central shaft and can rotate with the central shaft, and the first gear is sleeved on the output shaft sleeve and transmission-connects the drive assembly and the central shaft assembly;

[0012] A first one-way clutch comprises a first sleeve and a second sleeve, wherein the first sleeve is fixedly sleeved on the middle shaft, the second sleeve is sleeved on the middle shaft and is detachably connected to the output sleeve and can rotate synchronously, and the first sleeve and the second sleeve can transmit in one direction;

[0013] The torque sensing transmission component comprises a stator frame and a rotor frame. The rotor frame is fixedly sleeved on the second shaft sleeve, and the stator frame is sleeved outside the rotor frame and can rotate relatively.

[0014] As a preferred technical solution of the above-mentioned mid-mounted motor, the above-mentioned first sleeve is provided with a forward ratchet, and the above-mentioned second sleeve is provided with a reverse ratchet, and the above-mentioned forward ratchet and the above-mentioned reverse ratchet can be unidirectionally meshed and transmitted.

[0015] As a preferred technical solution of the above-mentioned mid-mounted motor, the above-mentioned first one-way clutch also includes an elastic member, and the above-mentioned elastic member makes the above-mentioned forward ratchet always closely contact with the above-mentioned reverse ratchet.

[0016] As a preferred technical solution of the above-mentioned mid-mounted motor, the above-mentioned first one-way clutch also includes an elastic damping member, and the above-mentioned elastic damping member is sandwiched between the above-mentioned forward ratchet and the above-mentioned reverse ratchet.

[0017] As a preferred technical solution for the above-mentioned mid-mounted motor, it also includes a cadence sensing transmission component, which includes a grating frame and a grating sensing element. The grating frame is fixedly sleeved on the above-mentioned first shaft sleeve, and the grating sensing element can rotate relative to the above-mentioned grating frame.

[0018] As a preferred technical solution for the above-mentioned mid-mounted motor, the axial end of the above-mentioned central shaft is connected with a crank, and the above-mentioned grating frame is provided with a first slit, and the above-mentioned first slit is used to mark the relative position of the above-mentioned crank and the dead point of the above-mentioned crank.

[0019] As a preferred technical solution for the above-mentioned mid-mounted motor, it also includes an upper shell and a lower shell. The upper shell and the lower shell enclose a receiving space. The drive assembly and the middle shaft assembly are installed in the above-mentioned receiving space. The axial ends of the above-mentioned middle shaft extend out of the above-mentioned receiving space for installing the crank, and one axial end of the above-mentioned output shaft sleeve extends out of the above-mentioned receiving space for installing the chainring.

[0020] As a preferred technical solution of the above-mentioned mid-mounted motor, it further includes an intermediate housing, which is located between the upper housing and the lower housing and is fixed to at least one of them. The intermediate housing is provided with a transmission shaft, and a second gear for meshing and driving with the first gear and a fourth gear for meshing with the output end of the drive assembly are installed on the transmission shaft. The second gear and the fourth gear are coaxially arranged.

[0021] As a preferred technical solution of the above-mentioned mid-mounted motor, in the projection along the axial direction of the central axis, at least part of the intermediate housing coincides with the drive assembly.

[0022] A power-assisted vehicle is further provided, which includes a vehicle body, wheels and the above-mentioned mid-mounted motor. The wheels are rotatably connected to the vehicle body, and the output shaft sleeve is in transmission connection with the wheels.

[0023] Advantages of the present utility model:

[0024] The present utility model provides a mid-mounted motor, which is characterized by including a central axis assembly, a drive assembly, an output shaft assembly, a first one-way clutch and a torque induction transmission assembly. Among them, the central axis assembly includes a central axis; the drive assembly is located on the radial side of the central axis; the output shaft assembly includes an output shaft sleeve and a first gear. The output shaft sleeve is sleeved on the central axis and can rotate with the central axis. The first gear is sleeved on the output shaft sleeve and is in transmission connection with the drive assembly and the central axis assembly; the first one-way clutch includes a first shaft sleeve and a second shaft sleeve. The first shaft sleeve is fixedly sleeved on the central axis. The second shaft sleeve is sleeved on the central axis and is detachably connected to the output shaft sleeve and can rotate synchronously. The first shaft sleeve and the second shaft sleeve can transmit power unidirectionally; the torque induction transmission assembly includes a stator frame and a rotor frame. The rotor frame is fixedly sleeved on the second shaft sleeve, and the stator frame is sleeved outside the rotor frame and can rotate relatively.

[0025] With such a setting, the drive assembly is arranged on the radial side of the central axis, which can reduce the size of the mid-mounted motor in the axial direction of the central axis. The drive assembly can drive the output shaft sleeve through the first gear; in this embodiment, when the central axis rotates forward, the first shaft sleeve can transmit power to the output shaft sleeve through the second shaft sleeve. The torque induction transmission assembly can obtain torque signals, and the drive assembly can provide assistance adapted to the rider according to the torque signals to improve the riding experience. The second shaft sleeve and the output shaft sleeve are separately arranged and detachably connected. That is, during installation, the stator frame of the torque induction transmission assembly can be sleeved on the second shaft sleeve first, and then the output assembly can be installed on the central axis. In this way, the radial size of the torque induction transmission assembly is not affected by the output shaft assembly. Furthermore, the compactness of the internal layout of the mid-mounted motor is improved. Description of the drawings

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments of the present invention. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the content of the embodiments of the present invention and these drawings.

[0027] Figure 1 is an exploded view of the mid-mounted motor provided by the embodiment of the present invention;

[0028] Figure 2 is a schematic diagram of the internal structure of the mid-mounted motor provided by the embodiment of the present invention;

[0029] Figure 3 is an exploded view of the first shafting provided by the embodiment of the present invention;

[0030] Figure 4 is a schematic diagram of the structure of the output shaft assembly provided by the embodiment of the present invention;

[0031] Figure 5 is a schematic diagram of the structure of the first one-way clutch provided by the embodiment of the present invention;

[0032] Figure 6 is a schematic diagram of the structure of the torque sensing transmission assembly provided by the embodiment of the present invention;

[0033] Figure 7 is a schematic diagram of the structure of the cadence sensing transmission assembly provided by the embodiment of the present invention;

[0034] Figure 8 is an assembly diagram of the drive assembly and the drive sensing assembly provided by the embodiment of the present invention;

[0035] Figure 9 is a schematic diagram of the installation position of the torque sensing transmission assembly provided by other embodiments of the present invention.

[0036] In the figure:

[0037] 10. Mid-axis assembly; 11. Mid-axis; 12. Support bearing;

[0038] 20. Drive assembly; 21. Third gear;

[0039] 30. Output shaft assembly; 31. Output shaft sleeve; 32. First gear; 33. Second one-way clutch;

[0040] 40. First one-way clutch; 41. First shaft sleeve; 411. Forward ratchet teeth; 42. Second shaft sleeve; 421. Reverse ratchet teeth; 43. Elastic member; 44. Elastic damping member;

[0041] 50. Torque induction transmission component; 51. Stator frame; 52. Rotor frame; 53. Rotor coil; 54. Stator coil; 55. Rotor circuit board;

[0042] 60. Cadence induction transmission component; 61. Grating frame; 62. Grating induction element;

[0043] 71. Upper housing; 72. Lower housing; 73. Intermediate housing; 74. Transmission shaft; 741. Second gear; 742. Fourth gear;

[0044] 80. Main control circuit board;

[0045] 90. Drive induction component; 91. Drive induction circuit board; 92. Magnetic ring component. Detailed implementation mode

[0046] The present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present utility model, rather than limiting the present utility model. In addition, it should be noted that for the convenience of description, only the parts related to the present utility model are shown in the drawings, rather than all the structures.

[0047] In the description of the present utility model, unless otherwise clearly defined and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0048] In the present utility model, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include direct contact between the first and second features, or may include that the first and second features are not in direct contact but in contact through other features therebetween. Moreover, the first feature being "above", "above", and "above" the second feature includes that the first feature is directly above and obliquely above the second feature, or only means that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "below", and "below" the second feature includes that the first feature is directly below and obliquely below the second feature, or only means that the horizontal height of the first feature is lower than that of the second feature.

[0049] In the description of this embodiment, the terms "upper", "lower", "right", etc., are based on the directions or positions shown in the drawings, and are only for the convenience of description and simplified operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0050] like Figures 1 to 8 As shown, the utility model provides a mid-mounted motor, which is characterized by comprising a mid-shaft assembly 10 , a drive assembly 20 , an output shaft assembly 30 , a first one-way clutch 40 and a torque sensing transmission assembly 50 . Among them, the middle shaft assembly 10 includes a middle shaft 11; the driving assembly 20 is located on the radial side of the middle shaft 11; the output shaft assembly 30 includes an output shaft sleeve 31 and a first gear 32, the output shaft sleeve 31 is sleeved on the middle shaft 11 and can rotate with the middle shaft 11, the first gear 32 is sleeved on the output shaft sleeve 31, and the driving assembly 20 and the middle shaft assembly 10 are connected by transmission; the first one-way clutch 40 includes a first shaft sleeve 41 and a second shaft sleeve 42, the first shaft sleeve 41 is fixedly sleeved on the middle shaft 11, the second shaft sleeve 42 is sleeved on the middle shaft 11 and is detachably connected to the output shaft sleeve 31 and can rotate synchronously, and the first shaft sleeve 41 and the second shaft sleeve 42 can be unidirectionally transmitted; the torque sensing transmission assembly 50 includes a stator frame 51 and a rotor frame 52, the rotor frame 52 is fixedly sleeved on the second shaft sleeve 42, and the stator frame 51 is sleeved outside the rotor frame 52 and can rotate relatively.

[0051] It should be noted that the output shaft sleeve 31 is sleeved on the middle shaft 11 and can rotate with the middle shaft 11 , which means that when the first one-way clutch 40 is in a non-clutch state, the output shaft sleeve 31 rotates with the middle shaft 11 .

[0052] In this way, the drive assembly 20 is arranged on one radial side of the middle shaft 11, which can reduce the size of the central motor in the axial direction of the middle shaft 11. The drive assembly 20 can drive the output sleeve 31 through the first gear 32. In this embodiment, when the middle shaft 11 rotates forward, the first sleeve 41 can transmit power to the output sleeve 31 through the second sleeve 42. The torque sensing transmission assembly 50 can obtain the torque signal, and the drive assembly 20 can provide the rider with a corresponding power according to the torque signal to improve the riding experience.

[0053] In the existing mid-mounted motor, the output shaft sleeve 31 and the second shaft sleeve 42 are integrally formed, which makes it difficult to install the torque induction transmission assembly 50, and causes the radial dimension of the inner diameter of the rotor frame 52 of the torque induction transmission assembly 50 to be too large. It is necessary to avoid the output shaft assembly 30 or the limiting structure for installing the output shaft assembly 30, which in turn causes the overall radial dimension of the rotor frame 52 to be too large, resulting in the need for the drive assembly 20 to avoid it, that is, the distance between the drive assembly 20 and the central shaft 11 is also relatively large, resulting in a relatively large volume of the entire mid-mounted motor.

[0054] Therefore, in this embodiment, the second shaft sleeve 42 and the output shaft sleeve 31 are separately provided and detachably connected. That is, during installation, the stator frame 51 of the torque induction transmission assembly 50 can be first sleeved on the second shaft sleeve 42 and then sleeved on the central shaft 11 together, and then the output assembly is installed on the central shaft 11 and connected to the second shaft sleeve 42. In this way, the radial dimension of the torque induction transmission assembly 50 is not affected by the output shaft assembly 30. Furthermore, the compactness of the internal layout of the mid-mounted motor is improved.

[0055] Preferably, the diameter of the area of the second shaft sleeve 42 for sleeving the rotor frame 52 is smaller than the minimum diameter of the output shaft assembly 30.

[0056] Optionally, the first shaft sleeve 41 is detachably sleeved and connected to the central shaft 11.

[0057] Optionally, the rotor frame 52 is detachably sleeved and connected to the second shaft sleeve 42.

[0058] Optionally, the first shaft sleeve 41 and the central shaft 11 are connected by splines to limit the relative circumferential rotation of the two to achieve the effect of synchronous rotation.

[0059] Optionally, the second shaft sleeve 42 and the output shaft sleeve 31 are connected by splines to limit the relative circumferential rotation of the two to achieve the effect of synchronous rotation.

[0060] Optionally, the connection process between the second shaft sleeve 42 and the output shaft sleeve 31 can also be through interference connection or adhesive connection to improve the connection reliability and reduce the probability of loosening or wear during long-term operation.

[0061] Specifically, as Figure 6 shown, the torque induction transmission assembly 50 further includes a rotor coil 53, a stator coil 54, and a rotor circuit board 55. Among them, the rotor coil 53 is fixedly sleeved on the rotor frame 52, the stator coil 54 is fixedly sleeved on the stator frame 51, the second shaft sleeve 42 is bonded with a strain gauge, the strain gauge is electrically connected to the rotor circuit board 55, and the rotor circuit board 55 is used for electrically connecting to the main control circuit board 80.

[0062] Preferably, the rotor frame 52 and the second shaft sleeve 42 are connected by splines.

[0063] Specifically, the driving assembly 20 includes a stator unit and a rotor unit. The rotor unit is disposed on the circumferential side of the stator unit. When current is passed through the driving assembly 20, the stator unit and the rotor unit rotate relative to each other. In this embodiment, the stator unit remains relatively fixed with respect to the vehicle body, and the rotor unit is mounted with a third gear 21, and the third gear 21 is used for driving transmission with a first gear 32 mounted on the output shaft sleeve 31.

[0064] Further, as Figure 4 shown, the first gear 32 is connected to the output shaft sleeve 31 through a second one-way clutch 33. When the first gear 32 rotates forward relative to the output shaft sleeve 31, the second one-way clutch 33 enables the first gear 32 and the output shaft sleeve 31 to drive each other, that is, the driving assembly 20 can drive the output shaft sleeve 31 to rotate, and the output shaft sleeve 31 can also drive the rotor unit of the driving assembly 20 to rotate; when the first gear 32 rotates backward relative to the output shaft sleeve 31, the first gear 32 cannot affect the motion state of the output shaft sleeve 31 through the second one-way clutch 33.

[0065] It should be noted that the second one-way clutch 33 is a prior art, and its specific mechanical structure and working principle will not be elaborated herein.

[0066] In this embodiment, the first shaft sleeve 41 is provided with a forward ratchet tooth 411, and the second shaft sleeve 42 is provided with a backward ratchet tooth 421, and the forward ratchet tooth 411 and the backward ratchet tooth 421 can be engaged for one-way transmission.

[0067] Suppose that when the central shaft 11 rotates forward, the forward ratchet tooth 411 and the backward ratchet tooth 421 are wedged tightly. The central shaft 11 drives the second shaft sleeve 42 to rotate through the first shaft sleeve 41, and the second shaft sleeve 42 then drives the output shaft sleeve 31 to rotate, thereby driving the vehicle forward. When the central shaft 11 rotates backward, the forward ratchet tooth 411 and the backward ratchet tooth 421 are always disengaged, and the rotation of the central shaft 11 cannot affect the motion states of the second shaft sleeve 42 and the output shaft sleeve 31.

[0068] Optionally, as Figure 5 shown, the first one-way clutch 40 further includes an elastic member 43, and the elastic member 43 makes the forward ratchet tooth 411 always closely adhere to the backward ratchet tooth 421. With such a setting, through the elastic member 43, the forward ratchet tooth 411 and the backward ratchet tooth 421 can be quickly wedged tightly for transmission, and during the transmission process, the forward ratchet tooth 411 always has a tendency to approach the backward ratchet tooth 421, avoiding loosening.

[0069] When the first bushing 41 and the second bushing 42 are in close contact and rotate relative to each other, the forward ratchet teeth 411 and the reverse ratchet teeth 421 continuously collide, generating relatively high-frequency and continuous clutch noise. Moreover, after repeated collisions between the forward ratchet teeth 411 and the reverse ratchet teeth 421, wear occurs, reducing the reliability of meshing and easily causing transmission failure. For this reason, in this embodiment, the first one-way clutch 40 further includes an elastic damping member 44, and the elastic damping member 44 is clamped between the forward ratchet teeth 411 and the reverse ratchet teeth 421. In this way, the elastic damping member 44 can undergo elastic deformation, providing buffering for the collision between the forward ratchet teeth 411 and the reverse ratchet teeth 421, reducing and absorbing clutch noise, and thus extending the service life of the first one-way clutch 40.

[0070] Optionally, as Figure 7 shown, the mid-mounted motor further includes a pedal frequency sensing and transmission assembly 60. The pedal frequency sensing and transmission assembly 60 includes a grating frame 61 and a grating sensing element 62. The grating frame 61 is fixedly sleeved on the first bushing 41, and the grating sensing element 62 can rotate relative to the grating frame 61.

[0071] Specifically, the grating sensing element 62 is fixed to the lower housing 72. When the central shaft 11 drives the first bushing 41 to rotate, the grating frame 61 rotates together with the first bushing 41, and the grating sensing element 62 can obtain the rotation direction and rotation speed of the central shaft 11 through the grating frame 61. This process is the acquisition of pedal frequency information.

[0072] Specifically, the grating frame 61 is bowl-shaped, and slits are formed at the edge of the grating frame 61. The forward ratchet teeth 411, the reverse ratchet teeth 421 and the elastic member 43 of the first one-way clutch 40 are all located inside the grating frame 61. The elastic member 43 is a spring, and the spring is sleeved with one end abutted against the grating frame 61 and the other end abutted against the first bushing 41.

[0073] Optionally, the grating frame 61 is detachably sleeved on the outer periphery of the first bushing 41.

[0074] Optionally, a crank is connected to the axial end of the central shaft 11. The grating frame 61 is provided with a first slit for marking the relative position of the crank and the dead point of the crank. Schematically, a crank is connected to each of the axial ends of the central shaft 11, and the two cranks are arranged at 180°. The rider drives the central shaft 11 to rotate by stepping on the crank. A plurality of slits are provided on the circumferential side of the grating frame 61. The slits are divided into a first slit and a second slit. Only one first slit is provided, and the rest of the slits are second slits. The widths of the first slit and the second slit are different, and in the axial projection of the central shaft 11, one of the cranks is directly opposite and coincides with the first slit. Thus, when the grating sensing element 62 monitors that the first slit passes by or rotates 180° after the first slit passes by, it is determined that the left and right cranks are respectively at the top dead center and the bottom dead center at this time. The rider

[0075] In other embodiments, two first slits may be provided, and the two first slits are symmetrically arranged with respect to the first bushing 41. Whenever the grating sensing element 62 obtains the signal of the passing of the first slit, it is determined that the crank is at the top dead center or the bottom dead center at this time.

[0076] In other embodiments, the included angle between the connecting line of the first slit and the axis of the grating holder 61 and the connecting line of the top dead center or the bottom dead center of the crank and the axis of the grating holder 61 is α°. Thus, when the grating sensing element 62 monitors the passing of the first slit, it records that the grating holder 61 rotates by α° again, and it is determined that the drive is at the top dead center or the bottom dead center at this time.

[0077] The grating sensing element 62 can obtain the rotation angle of the grating holder 61 by recording the number of second slits passing through it.

[0078] Further, during the rider's cycling, the position of the crank in the circular track corresponds to a curve distribution similar to a sine curve with the force applied by the rider on the pedal. That is, when the crank is at the 12 o'clock position and the 6 o'clock position, that is, the top dead center and the bottom dead center, the rider needs to apply a greater force to the crank. When the crank is at the 3 o'clock position and the 9 o'clock position, the force that the rider needs to apply to the crank is the smallest. In this embodiment, through the cooperation of the first slit and the second slit, the position of the crank in the circular track can be obtained in real time, and the drive assembly 20 can be commanded to output corresponding assistance to reduce the difference in the magnitude of the force that the rider needs to apply when the crank is at different positions, and improve the rider's cycling experience.

[0079] Schematically, when the whole vehicle is orthogonally projected from the axis direction of the mid-drive motor spindle, in the plane of the whole vehicle obtained, with the axis of the mid-drive motor spindle as the origin, the direction parallel to the connecting line of the front and rear wheel axles is the horizontal axis, that is, it is schematically shown as the 3 o'clock and 9 o'clock positions of the clock, and the direction perpendicular to the horizontal axis is the vertical axis, that is, it is schematically shown as the 0 o'clock and 6 o'clock positions of the clock.

[0080] When the drive assembly 20 is in the standby state, the rotation of the output bushing 31 is completely driven by the spindle 11. When the rider pedals the crank to the 3 o'clock and 9 o'clock positions, the force applied by the rider to the pedal is denoted as F 1 , the origin of the force is the axis of the mid-drive motor spindle 11, the acting force is the pedaling force, and since the crankshaft is horizontal and the pedaling force F 1 is approximately vertically downward, the distance from the origin of the force to the acting force and perpendicular to the acting force can be approximately the length L of the crank, that is, the pedaling force F 1 is converted into the input torque T 1 relative to the mid-drive motor spindle 11, satisfying T 1 =F 1 xL, and at this time the input torque T 1is at its maximum. When the cyclist pedals the crank to the 0 o'clock and 6 o'clock positions, the force exerted by the cyclist on the pedal is denoted as F 2 , the origin of the force is the axis center of the central motor spindle 11, and the force is the pedaling force. Since the crankshaft is vertical and the pedaling force F 2 is approximately vertically downward in direction, the distance from the origin of the force to the force and perpendicular to the force is approximately 0, that is, the force of the pedaling force F 2 converted to the input torque T 2 ≈0. At this time, the input torque T 2 is at its minimum. At this time, in addition to the generated bending moment, the pedaling force F 2 will all be transmitted to the spindle 11

[0081] When the drive assembly 20 is started, the rotation of the output shaft sleeve 31 is jointly driven by the spindle 11 and the drive assembly 20. At this time, if the cyclist pedals the crank to the 3 o'clock and 9 o'clock positions, the force exerted by the cyclist on the pedal is denoted as F 1 ', the origin of the force is the axis center of the central motor spindle 11, and the force is the pedaling force. Since the crankshaft is horizontal and the pedaling force F 1 ' is approximately vertically downward in direction, the distance from the origin of the force to the force and perpendicular to the force is approximately the crank length L, that is, the force of the pedaling force F 1 ' converted to the input torque T 1 ', at this time the input torque T 1 ' = F 1 ' x L; at the same time, since the torque induction transmission assembly 50 of the central motor senses the torque input, it will timely control the drive assembly 20 to provide an assisting torque T 助1 , at this time the assisting torque T 助1 is driven positively by the input torque T 1 ', that is, the larger the input torque T 1 ', the larger the assisting torque T 助1 provided by the central motor controlling the drive assembly 20. During the assisting process, it satisfies T 1 ' < T 1 ≈ (T 1 ' + T 助1 )

[0082] When the cyclist pedals the crank to the 0 o'clock and 6 o'clock positions, the force exerted by the cyclist on the pedal is denoted as F 2 ', the origin of the force is the axis center of the central motor spindle 11, and the force is the pedaling force. Since the crankshaft is vertical and the pedaling force F 2 ’ is approximately vertically downward in direction, the distance from the origin of the force to the force and perpendicular to the force is approximately 0, that is, the force of the pedaling force F 2 ' converted to the input torque T2 ', at this time, the input torque T 2 ' is still 0; meanwhile, since the torque induction transmission component 50 of the mid-mounted motor senses that the torque input is 0, it will control the drive component 20 to stop assisting, that is, the assisting torque T 助2 = 0, satisfying T 2 ' = T 2 . In summary, when the rider is riding normally and the mid-mounted motor can provide assistance, it can be approximately considered that the assistance of the drive component 20 is the greatest when the crank is at the 3 o'clock and 9 o'clock positions, and the minimum assistance of the drive component 20 is 0 when the crank is at the 0 o'clock and 6 o'clock positions. Therefore, the absolute angle induction of the crank is introduced to reduce the difference in the magnitude of the force that the rider needs to apply when the crank is in different positions, and to improve the riding experience of the rider.

[0083] Optionally, the mid-mounted motor further includes an upper housing 71 and a lower housing 72. The upper housing 71 and the lower housing 72 enclose a receiving space. The drive component 20 and the bottom bracket assembly 10 are installed in the receiving space. The axial ends of the bottom bracket 11 extend out of the receiving space for installing the crank, and one axial end of the output shaft sleeve 31 extends out of the receiving space for installing the chainring.

[0084] Specifically, relative to the lower housing 72, the upper housing 71 is adjacent to the chainring.

[0085] Specifically, the bottom bracket assembly 10 further includes a support bearing 12. The bottom bracket 11 is rotationally connected to the upper housing 71 and / or the lower housing 72 through the support bearing 12.

[0086] Specifically, the bottom bracket 11 is connected to the crank through a spline, and the rider drives the bottom bracket 11 to rotate through the crank.

[0087] Optionally, as shown in Figure 1 and Figure 2 , the mid-mounted motor further includes an intermediate housing 73. The intermediate housing 73 is located between the upper housing 71 and the lower housing 72 and is fixed to at least one of them. The intermediate housing 73 is provided with a transmission shaft 74. The transmission shaft 74 is installed with a second gear 741 for meshing and driving with the first gear 32, and a fourth gear 742 for meshing with the third gear 21 at the output end of the drive component 20. The second gear 741 and the fourth gear 742 are coaxially arranged.

[0088] In this embodiment, the middle housing 73 is fixed to the lower housing 72. The middle housing 73 is located between the stator unit of the drive assembly 20 and the upper housing 71. The rotor shaft of the rotor unit serves as the output end of the drive assembly 20 and penetrates through the middle housing 73 along the axial direction of the central axis 11. The third gear 21 is fixedly sleeved on the rotor shaft and faces away from the stator unit relative to the middle housing 73. The transmission shaft 74 is rotatably connected to the middle housing 73, is located on the side of the middle housing 73 facing away from the stator unit of the drive assembly 20 and between the drive assembly 20 and the central axis assembly 10. The transmission shaft 74 is provided with a second gear 741 and a fourth gear 742 arranged along its axial direction. Among them, the second gear 741 meshes and transmits with the first gear 32 of the output shaft sleeve 31, and the fourth gear 742 meshes and transmits with the third gear 21 of the drive assembly 20.

[0089] Further, the transmission ratio between the third gear 21 and the fourth gear 742, and the transmission ratio between the second gear 741 and the first gear 32 are both less than 1. In this way, the drive assembly 20 and the output shaft sleeve 31 are decelerated by two stages to increase the output torque.

[0090] Optionally, in the projection along the axial direction of the central axis 11, the middle housing 73 and the drive assembly 20 at least partially overlap.

[0091] Optionally, the inboard motor further includes a main control circuit board 80. The main control circuit board 80 is located in the accommodation space and fixed to the lower housing 72. A connector is provided on the main control circuit board 80 for transmission connection with an external power supply, signals, etc.

[0092] Optionally, as Figure 8 shown, the inboard motor further includes a drive induction assembly 90. The drive induction assembly 90 includes a drive induction circuit board 91 and a magnetic ring assembly 92. The magnetic ring assembly 92 is installed at one end of the output shaft of the rotor unit away from the stator unit; the drive induction circuit board 91 is fixed to the upper housing 71. Along the axial direction of the central axis 11, the drive induction circuit board 91 and the magnetic ring assembly 92 are directly opposite and arranged at an interval, and in the axial projection of the central axis 11, the drive induction circuit board 91 and the drive assembly 20 at least partially overlap; the drive induction circuit board 91 is provided with drive induction elements, and the geometric center of the drive induction elements is collinear with the axis of the output shaft of the rotor unit or the geometric center of the magnetic ring of the magnetic ring assembly 92.

[0093] Specifically, the power-assisted vehicle has an anti-return function. That is, when the power-assisted vehicle is climbing a slope, when the power-assisted vehicle reverses, the wheels drive the output shaft sleeve 31 to rotate in the opposite direction, and the first gear 32 rotates forward relative to the output shaft sleeve 31. At this time, the output shaft sleeve 31 can transmit to the drive assembly 20 through the first gear 32, driving the third gear 21 to rotate in the opposite direction. When the drive sensing assembly 90 obtains a signal that the third gear 21 rotates in the opposite direction, the drive assembly 20 is started to drive the third gear 21 to rotate forward, and the third gear 21 drives the first gear 32 to rotate forward, so that the power-assisted vehicle has a tendency to move forward, thereby preventing the power-assisted vehicle from reversing.

[0094] like Figure 9 As shown, in other embodiments, the rotor frame 52 of the torque sensing transmission component 50 is fixedly sleeved on the output shaft sleeve 31, and in the axial direction of the central shaft 11, the stator frame 51 is located between the back-facing ratchet 421 and the first gear 32, and the strain gauge is bonded to the output shaft sleeve 31. The output shaft sleeve 31 is used to sleeve the stator frame 51 so that the diameter of the area of ​​the stator frame 51 is the minimum diameter of the output shaft sleeve 31.

[0095] Optionally, the rotor frame 52 is detachably mounted on and connected to the output shaft sleeve 31 .

[0096] A power-assisted vehicle is also provided, comprising a vehicle body, wheels and the above-mentioned mid-mounted motor, wherein the wheels are rotationally connected to the vehicle body, and an output shaft sleeve 31 is drivingly connected to the wheels.

[0097] In addition, the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention is described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. Mid-mounted motor, characterized in that: include: A middle shaft assembly (10), comprising a middle shaft (11); A drive assembly (20) located on one radial side of the central shaft (11); An output shaft assembly (30) comprises an output shaft sleeve (31) and a first gear (32); the output shaft sleeve (31) is sleeved on the middle shaft (11) and can rotate along with the middle shaft (11); the first gear (32) is sleeved on the output shaft sleeve (31) and transmission-connects the driving assembly (20) and the middle shaft assembly (10); The first one-way clutch (40) comprises a first shaft sleeve (41) and a second shaft sleeve (42), wherein the first shaft sleeve (41) is fixedly sleeved on the middle shaft (11), and the second shaft sleeve (42) is sleeved on the middle shaft (11) and is detachably connected to the output shaft sleeve (31) and can rotate synchronously, and the first shaft sleeve (41) and the second shaft sleeve (42) can transmit in one direction; The torque sensing transmission component (50) comprises a stator frame (51) and a rotor frame (52), wherein the rotor frame (52) is fixedly sleeved on the second shaft sleeve (42), and the stator frame (51) is sleeved outside the rotor frame (52) and can rotate relatively.

2. The mid-mounted motor according to claim 1, characterized in that: The first shaft sleeve (41) is provided with a forward ratchet (411), and the second shaft sleeve (42) is provided with a reverse ratchet (421), and the forward ratchet (411) and the reverse ratchet (421) can be engaged and transmitted in one direction.

3. The mid-mounted motor according to claim 2, characterized in that: The first one-way clutch (40) further comprises an elastic member (43), wherein the elastic member (43) enables the forward ratchet teeth (411) to always be in close contact with the reverse ratchet teeth (421).

4. The mid-mounted motor according to claim 2, characterized in that: The first one-way clutch (40) further comprises an elastic damping member (44), wherein the elastic damping member (44) is sandwiched between the forward ratchet teeth (411) and the reverse ratchet teeth (421).

5. The mid-mounted motor according to claim 1, characterized in that: The invention also comprises a pedal frequency sensing transmission component (60), wherein the pedal frequency sensing transmission component (60) comprises a grating frame (61) and a grating sensing element (62), wherein the grating frame (61) is fixedly sleeved on the first shaft sleeve (41), and the grating sensing element (62) is rotatable relative to the grating frame (61).

6. The mid-mounted motor according to claim 5, characterized in that: The axial end of the central shaft (11) is connected to a crank, and the grating frame (61) is provided with a first slit, wherein the first slit is used to mark the relative position of the crank and the dead point of the crank.

7. The mid-mounted motor according to claim 1, characterized in that: It also comprises an upper shell (71) and a lower shell (72), wherein the upper shell (71) and the lower shell (72) enclose a receiving space, wherein the drive assembly (20) and the middle shaft assembly (10) are installed in the receiving space, wherein the axial ends of the middle shaft (11) extend out of the receiving space for installing a crank, and the axial end of the output shaft sleeve (31) extends out of the receiving space for installing a toothed disc.

8. The mid-mounted motor according to claim 7, characterized in that: The invention also comprises an intermediate housing (73), wherein the intermediate housing (73) is located between the upper housing (71) and the lower housing (72) and is fixed to at least one of them, and the intermediate housing (73) is provided with a transmission shaft (74), and the transmission shaft (74) is provided with a second gear (741) for meshing with the first gear (32) and a fourth gear (742) for meshing with the third gear (21) at the output end of the driving component (20), and the second gear (741) and the fourth gear (742) are coaxially arranged.

9. The mid-mounted motor according to claim 8, characterized in that: In the axial projection of the central axis (11), the intermediate housing (73) and the drive assembly (20) at least partially overlap.

10. A power-assisted vehicle, characterized in that: It comprises a vehicle body, wheels and a mid-mounted motor as claimed in any one of claims 1 to 9, wherein the wheels are rotationally connected to the vehicle body, and the output shaft sleeve (31) is transmission-connected to the wheels.

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