Middle motor assembly structure of bicycle

Abstract

The utility model relates to a bicycle centrally-mounted motor assembling structure, which is used on a bicycle frame of a bicycle, the bicycle frame is provided with a shaft through pipe for assembling a crankshaft and a driving front chain wheel, the centrally-mounted motor assembling structure comprises a motor and a clutch group, and the clutch group is provided with a crankshaft sleeve, a supporting shaft sleeve, a clutch wheel, a shell cover and a transmission wheel. The crank shaft sleeve and the supporting shaft sleeve are respectively sleeved on the crank shaft and the shaft through pipe, so that the clutch wheel, the shell cover and the transmission wheel can be effectively aligned and positioned, the axial locking force and the radial supporting force can be effectively strengthened, the power transmission is more stable and reliable, meanwhile, the loosening caused by vibration after use can be avoided, and the service life of the clutch wheel is prolonged. Moreover, abrasion caused by poor meshing performance is avoided, and the service life is effectively prolonged.

Description

Technical Field

[0001] The utility model belongs to the technical field of mid-mounted motor assembly, and specifically relates to a highly stable bicycle mid-mounted motor assembly structure, which can effectively align and position the components, effectively enhance the axial locking force and radial supporting force, make the power transmission more stable and reliable, and at the same time extend the service life. Background Art

[0002] Bicycles are currently the lightest means of transportation that offers both leisure and fitness benefits. Driven by advancements in science and technology, and in order to reduce the load on people when climbing slopes and riding long distances, the development of electric bicycles and electric-assisted bicycles has effectively solved the aforementioned riding load problem. However, electric bicycles use electric motors to replace human power, which in turn deprives bicycles of their original functions of both portability and fitness. Electric-assisted bicycles, on the other hand, determine the output of the electric motor by sensing the rider's pedaling force and torque. This is a form of cooperative driving, allowing electric-assisted bicycles to simultaneously reduce the rider's load while maintaining their human-driven fitness effects. Therefore, electric-assisted bicycles have become the mainstream of current development.

[0003] Currently, electric bicycles are primarily available in two types: rear-mounted motors and mid-mounted motors. Rear-mounted motors are subject to significant limitations in terms of torque detection distortion, increased rear wheel hub size, and insufficient power output, significantly limiting their usability and efficiency. Mid-mounted motors, on the other hand, utilize the space beneath the frame's bottom bracket and directly drive the crankshaft, resulting in a compact design with reliable torque detection and high power output. However, mid-mounted motors are often integrated with the frame for aesthetic reasons and structural strength. This significantly increases manufacturing and material preparation costs, given limited sales.

[0004] To this end, some have developed assembled mid-mounted motors, such as the "Bicycle Assembled Transmission Structure" patent publication number TW201307148. To improve stability, the motor must be locked to the two sides of the bicycle crankshaft shaft tube using brackets on both sides, which complicates the structure and makes installation and disassembly more inconvenient. In addition, the locking mechanism lacks compression and the components are difficult to align and position, which concentrates the weight of the motor and reduction group on one side, resulting in insufficient axial locking force and radial support force, resulting in unstable and uncertain power transmission. In addition, the motor is easily loosened due to vibration, causing the transmission gear to wear due to poor meshing, directly affecting its service life. Therefore, further improvement is indeed necessary, which is also the subject of research of the present invention.

[0005] Based on the above shortcomings and needs, the inventors, with their many years of experience in related technologies and product design and manufacturing, have conducted research on these disadvantages and needs. After continuous research and experimentation, they have proposed a bicycle mid-mounted motor assembly structure to overcome the inconveniences and difficulties in assembling existing mid-mounted motors. Utility Model Content

[0006] The main purpose of the present invention is to provide a bicycle mid-motor assembly structure, whereby the mid-motor can be assembled on the frame without changing the original frame, so that the bicycle to which it is applied has an electric-assisted drive function, thereby reducing the cost of the electric-assisted bicycle.

[0007] Another main purpose of the present invention is to provide a bicycle mid-mounted motor assembly structure that can effectively align and position the various components, effectively enhance the axial locking force and radial support force, make the power transmission more stable and reliable, and improve its practicality.

[0008] Another main purpose of the present invention is to provide a bicycle mid-mounted motor assembly structure that can be effectively pressed and locked to prevent loosening due to vibration after use and prevent wear due to poor meshing, thereby effectively extending its service life.

[0009] Based on this, the present invention mainly achieves the aforementioned objects and effects through the following technical means. The structure is applied to a bicycle frame, the frame having an axle tube for mounting a crankshaft, for driving the bicycle by operating a front sprocket mounted on the crankshaft. The mid-mounted motor assembly structure has a motor selectively locked to the frame and a clutch assembly mounted at one end of the crankshaft, wherein the clutch assembly includes:

[0010] A crankshaft sleeve having a plurality of first straight cogs on an inner wall surface corresponding to one end of the crankshaft, and the crankshaft having second straight cogs that can be engaged with the corresponding teeth. A convex shaft portion protrudes from the other side of the crankshaft sleeve, and a middle section of the convex shaft portion of the crankshaft sleeve has a plurality of first meshing tooth sections parallel to the axis. The convex shaft portion has a first shaft seat section inside the first meshing tooth sections for receiving a first bearing.

[0011] The supporting sleeve has a screw lock convex sleeve corresponding to the shaft through tube, the shaft through tube has a threaded section for being screwed relative to the shaft through tube, and the supporting sleeve has a first inner shaft seat corresponding to the first bearing;

[0012] A clutch wheel, the axis of which has a second toothed section corresponding to the first toothed section of the crank sleeve, and the clutch wheel has a second axle seat section on the side opposite to the frame for the second bearing to be mounted, and the outer edge of the clutch wheel has a plurality of clutch keys;

[0013] The housing has an axis different from the side of the frame and is provided with a convex shaft sleeve that can be sleeved on the support shaft sleeve, and the convex shaft sleeve has a third shaft seat section, and the periphery of the housing is provided with an annular housing cover for locking;

[0014] The transmission wheel has a series of meshing teeth on its outer edge that engage with the motor. The transmission wheel axis has a third inner shaft seat corresponding to the shell cover, and a third bearing is embedded in the third shaft seat section of the shell cover. A second inner shaft seat is formed on the side of the transmission wheel corresponding to the front sprocket, and a second bearing is embedded in the second shaft seat section of the clutch wheel. The inner edge of the transmission wheel has a series of clutch meshing teeth corresponding to the clutch key of the clutch wheel. The front sprocket is coaxially locked on the outer surface of the transmission wheel.

[0015] In this way, the mid-mounted motor assembly structure of the bicycle of the present invention can utilize the crankshaft and the shaft through-tube to respectively sleeve the crankshaft sleeve and the locking support sleeve, so that the clutch wheel, the shell cover and the transmission wheel can be effectively aligned and positioned, which can effectively enhance the axial locking force and the radial supporting force, making the power transmission more stable and reliable. At the same time, it can avoid loosening due to vibration after use, and will not wear due to poor meshing, effectively extending its service life, greatly improving its practicality, and achieving its economic benefits.

[0016] The present invention further achieves the aforementioned objectives and effects by utilizing the following technical means:

[0017] Preferably, the motor has an output wheel shaft, and a reduction group is provided on the motor which is acted upon by the output wheel shaft. The reduction group has a reduction wheel which engages with the output wheel shaft, and the reduction wheel drives a drivable driving wheel, wherein the driving wheel can engage with the teeth on the outer edge of the transmission wheel.

[0018] Preferably, the convex shaft portion of the crank sleeve has a first screw locking section on the outside of the first tooth section for setting a fixed locking cap, and the inner edge of the fixed locking cap has a second screw locking section corresponding to the first screw locking section for locking the clutch wheel and the first bearing on the convex shaft portion of the crank sleeve.

[0019] Preferably, the first inner shaft seat of the supporting sleeve has a ring groove adjacent to the opening end edge for selective buckling of a ring buckle to limit the first bearing.

[0020] Preferably, the clutch wheel is formed with a plurality of locking holes on the end surface of the second shaft seat section, for using a plurality of bolts to lock the pressure plate to the clutch wheel to restrict the second bearing.

[0021] Preferably, the inner edge of the convex sleeve of the shell cover has a retaining edge that abuts against between the supporting sleeve and the shaft through-tube, so that the shell cover can be clamped between the supporting sleeve and the shaft through-tube.

[0022] Preferably, the periphery of the housing has a plurality of locking holes, and the annular cover has a plurality of countersunk holes corresponding to the locking holes, so that the annular cover can be fixed to the housing by using a plurality of bolts.

[0023] Preferably, the periphery of the housing has a side cover that can be locked and covered with the motor.

[0024] Preferably, the transmission wheel has a second inner shaft seat on one side surface corresponding to the front sprocket, and the second inner shaft seat has a plurality of equidistant convex parts, and the transmission wheel surface has a plurality of first locking holes corresponding to the convex parts, and the inner edge of the front sprocket has a plurality of convex pieces corresponding to the embedded convex parts, and each convex piece of the front sprocket has a second locking hole, so that the front sprocket can be locked to the transmission wheel using a plurality of locking pieces.

[0025] Preferably, the motor can be hung on the frame using a suspension group, and the motor has a locking sleeve, and the suspension group has a first clamping rod and a second clamping rod that can be clamped to the frame relative to each other, and the first clamping rod and the second clamping rod have guide columns and guide grooves at both ends that can be inserted relative to each other, and the bottom edge of the first clamping rod is provided with a locking shaft that can be passed through the locking sleeve, and a long pressing plate is provided between the second clamping rod and the frame for using two long screw rods to sequentially lock the second clamping rod, the long pressing plate, the first clamping rod and the two ends of the locking shaft, so that the motor can be selectively locked to the frame using the suspension group. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 The figure is a three-dimensional schematic diagram of the utility model of the bicycle mid-mounted motor assembly structure applied to the bicycle frame.

[0027] Figure 2 This is a schematic diagram of the interior of a bicycle frame in which the mid-mounted motor assembly structure of the present invention is applied.

[0028] Figure 3 This is a perspective exploded schematic diagram of the assembly structure of the mid-mounted bicycle motor of the present invention, illustrating the styles of its main components and their relative relationships.

[0029] Figure 4 This is a three-dimensional exploded schematic diagram of the mid-mounted bicycle motor assembly structure from another perspective.

[0030] Figure 5 This is a partial enlarged perspective schematic diagram of the assembly structure of the mid-mounted motor for a bicycle according to the present invention, to illustrate the styles of its components and their relative relationships.

[0031] Figure 6 This is a side cross-sectional schematic diagram of the motor portion of the mid-mounted bicycle motor assembly structure of the present invention, to illustrate its composition.

[0032] Figure 7 The figure is a side cross-sectional schematic diagram of the assembly structure of the mid-mounted bicycle motor of the present invention, to illustrate its composition.

[0033] Figure 8 It is a three-dimensional exploded schematic diagram of the hanging unit in the mid-mounted motor assembly structure of the bicycle according to the present invention.

[0034] Figure 9The figure is a schematic diagram of the crank drive of the mid-mounted bicycle motor assembly structure of the present invention in actual application.

[0035] Figure 10 The figure is a motor driving diagram of the mid-mounted bicycle motor assembly structure of the present invention in actual application.

[0036] Reference numerals:

[0037] 10: Frame

[0038] 11: shaft through tube

[0039] 12: Thread segment

[0040] 16: Crankshaft

[0041] 18: Second straight cog

[0042] 20: Motor

[0043] 21: Output shaft

[0044] 22: Locking sleeve

[0045] 25: Deceleration group

[0046] 26: reduction wheel

[0047] 28: Driving wheel

[0048] 300: Clutch group

[0049] 30: Crank sleeve

[0050] 31: First straight cog

[0051] 32: convex shaft

[0052] 321: First shaft seat section

[0053] 322: First screw lock section

[0054] 33: First tooth segment

[0055] 34: First bearing

[0056] 35:Fixed lock cap

[0057] 36: Second screw lock section

[0058] 40: Support sleeve

[0059] 41: Screw lock convex sleeve

[0060] 42: First inner shaft seat

[0061] 43: Ring slot

[0062] 44: buckle

[0063] 50: Clutch wheel

[0064] 51: Second tooth segment

[0065] 52: Second axle seat section

[0066] 53: Keyhole

[0067] 54: Clutch

[0068] 55: Second bearing

[0069] 56:Press plate

[0070] 58: Bolt

[0071] 60: Shell

[0072] 61: convex sleeve

[0073] 62: Block edge

[0074] 63: Third shaft seat section

[0075] 64: Keyhole

[0076] 65: Side cover

[0077] 66: Ring shell cover

[0078] 67: Countersunk hole

[0079] 68: Bolt

[0080] 70: Transmission wheel

[0081] 71: Rodents

[0082] 72: The third inner shaft seat

[0083] 73: Second inner shaft seat

[0084] 74:Protruding joint

[0085] 75: Clutch gear

[0086] 76: First locking hole

[0087] 78: Third bearing

[0088] 80: Suspension group

[0089] 81: First clamping rod

[0090] 810: Embedded guide column

[0091] 82: Second clamping rod

[0092] 820: embedded guide groove

[0093] 83: Locking shaft

[0094] 84: Long tableting

[0095] 85: Long screw lock rod

[0096] 90:Front sprocket

[0097] 91: convex piece

[0098] 92: Second locking hole

[0099] 93: Locking firmware DETAILED DESCRIPTION

[0100] In order to further understand the structure, features and other purposes of the present invention, the following is a detailed description with reference to the accompanying drawings.

[0101] In the specific embodiments of the present invention and its components illustrated in the accompanying drawings, all references to front and back, left and right, top and bottom, upper and lower, and horizontal and vertical are for convenience of description only and do not limit the present invention or its components to any position or spatial orientation. The dimensions specified in the drawings and the description may vary according to the design and requirements of the present invention without departing from the scope of the present invention.

[0102] The utility model is a bicycle mid-mounted motor assembly structure. Figure 1 、 Figure 2 As shown, the utility model is provided on a frame 10 of a general-purpose bicycle, and the frame 10 has an axle through-tube 11 (such as Figure 3 As shown), for driving the front sprocket 90 respectively, so as to achieve the purpose of driving the bicycle by different power, the mid-mounted motor assembly structure includes a motor 20 and a clutch group 300;

[0103] Detailed composition: Figure 2 、 Figure 3 、 Figure 6 As shown, the motor 20 can be selectively locked to the frame 10 and has an output shaft 21. The motor 20 is also provided with a reduction gear 25 that is acted upon by the output shaft 21 to reduce the speed of the clutch assembly 300. The reduction gear 25 has a reduction gear 26 that meshes with the output shaft 21 and drives a driving gear 28 that drives the clutch assembly 300.

[0104] like Figure 3 、 Figure 4 、 Figure 5 and Figure 7As shown, the clutch assembly 300 includes a crank sleeve 30, a support sleeve 40, a clutch wheel 50, a housing 60 and a transmission wheel 70, wherein the crank sleeve 30 has a plurality of first straight cogs 31 parallel to the axis on the inner edge wall surface of one end corresponding to the crank shaft 16, and the crank shaft 16 has a second straight cog 18 that can be correspondingly engaged, so that the crank sleeve 30 can be synchronously driven by the crank shaft 16, and the crank sleeve 30 has a convex shaft portion 32 on the other side of the crank sleeve 30, which is sleeved with the crank shaft 16. The middle section of the convex shaft portion 32 of the crank sleeve 30 has a plurality of first meshing tooth sections 33 parallel to the axis for the aforementioned clutch wheel 50 to engage for synchronous rotation, and the convex shaft portion 32 has a first shaft seat section 321 and a first screw lock section 322 (as shown in FIG. 1 ) on the inner and outer sides of the first meshing tooth section 33 respectively. Figure 5 ), for respectively setting a first bearing 34 and a fixed locking cap 35, wherein the inner edge of the fixed locking cap 35 has a second screw locking section 36 corresponding to the first screw locking section 322, for locking the clutch wheel 50 and the first bearing 34 on the protruding shaft portion 32 of the crank sleeve 30 from the outside to the inside;

[0105] The support sleeve 40 has a screw-locking boss 41 corresponding to the shaft tube 11, and the shaft tube 11 has a threaded section 12 that can be screwed thereon. The screw-locking boss 41 of the support sleeve 40 can be locked onto the threaded section 12 of the shaft tube 11 after passing through the shell 60, so that the shell 60 can be clamped to the end of the shaft tube 11 by the support sleeve 40. The support sleeve 40 has a first inner shaft seat 42 corresponding to the aforementioned first bearing 34, and the first inner shaft seat 42 has a ring groove 43 adjacent to the open end edge for selectively fastening the ring 44 to provide a position limit for the first bearing 34, so that the crank sleeve 30 can rotate freely relative to the fixed shell 60 and support sleeve 40.

[0106] The clutch wheel 50 has a second tooth section 51 corresponding to the first tooth section 33 of the crank sleeve 30, and the clutch wheel 50 has a second shaft seat section 52 on the side different from the housing 60 for the second bearing 55 to be installed (such as Figure 7 As shown, the clutch wheel 50 has a plurality of locking holes 53 formed on the end surface of the second shaft seat section 52, for use with a plurality of bolts 58 to lock the pressure plate 56 to the clutch wheel 50 to restrain the second bearing 55. Furthermore, the clutch wheel 50 has a plurality of clutch keys 54 on the outer edge, allowing the crank sleeve 30 to unidirectionally operate the transmission wheel 70 to drive the front sprocket 90 through the clutch wheel 50;

[0107] The housing 60 has a convex sleeve 61 on the side of the frame 10, and the inner edge of the convex sleeve 61 has a retaining edge 62 that abuts between the support sleeve 40 and the shaft through tube 11. The convex sleeve 61 has a third shaft seat section 63 for the third bearing 78 to be installed (such as Figure 7As shown, the housing 60 has a plurality of locking holes 64 on its periphery for locking the annular housing cover 66. The housing 60 also has a side cover 65 on its periphery that can be locked onto the reduction unit 25 of the motor 20. The annular housing cover 66 has a plurality of countersunk holes 67 corresponding to the locking holes 64. The annular housing cover 66 is fastened to the housing 60 using a plurality of bolts 68 to protect the components.

[0108] The outer edge of the transmission wheel 70 has a series of meshing teeth 71 that mesh with the driving wheel 28 of the reduction gear set 25. The axis of the transmission wheel 70 has a third inner shaft seat 72 corresponding to the aforementioned housing 60, for relative insertion of a third bearing 78 on the third shaft seat section 63 of the aforementioned housing 60. A second inner shaft seat 73 is formed on the side of the transmission wheel 70 corresponding to the front sprocket 90. The second inner shaft seat 73 has a plurality of equidistant protrusions 74. The surface of the transmission wheel 70 has a plurality of first locking holes 76 corresponding to the protrusions 74 for locking with the aforementioned front sprocket 90. The inner edge of the transmission wheel 70 has a series of clutch teeth 75 corresponding to the clutch key 54 of the clutch wheel 50. The clutch key 54 on the outer edge of the clutch wheel 50 selectively engages, allowing the clutch wheel 50 to selectively operate the transmission wheel 70 to drive the front sprocket 90 to drive the bicycle.

[0109] The inner edge of the front sprocket 90 has a plurality of protruding pieces 91 corresponding to the protruding portions 74 of the aforementioned transmission wheel 70. Each protruding piece 91 of the front sprocket 90 has a second locking hole 92, so that the front sprocket 90 can use a plurality of locking members 93 to correspondingly lock the first locking hole 76 and the second locking hole 92 of the transmission wheel 70 with the front sprocket 90, so that the transmission wheel 70 and the front sprocket 90 can rotate synchronously.

[0110] According to certain embodiments, the motor 20 can be hung on the frame 10 using a suspension group 80, wherein the motor 20 has a locking sleeve 22 for being assembled under the shaft tube 11 of the frame 10 using the suspension group 80, and the suspension group 80 has a first clamping rod 81 and a second clamping rod 82 that can be relatively clamped to the frame 10, and the first clamping rod 81 and the second clamping rod 82 have guide columns 810 and guide grooves 820 that can be relatively inserted at both ends, and the bottom edge of the first clamping rod 81 is provided with a locking shaft 83 that can pass through the locking sleeve 22 of the motor 20, and a long pressing plate 84 is provided between the second clamping rod 82 and the frame 10, for using two long screw rods 85 to sequentially lock the second clamping rod 82, the long pressing plate 84, the first clamping rod 81 and the two ends of the locking shaft 83, so that the motor 20 can be selectively locked to the frame 10 using the suspension group 80.

[0111] Thereby, a bicycle mid-mounted motor assembly structure with radial support force and enhanced axial locking force can be formed.

[0112] By utilizing the above-mentioned design, the present invention can be used in practical applications. Figure 1 、 Figure 2 、 Figure 6 and Figure 7 As shown, when the bicycle is pedaled by human power to operate the crankshaft 16, the crankshaft 16 can synchronously drive the crankshaft sleeve 30 and the clutch wheel 50, so that the clutch key 54 of the clutch wheel 50 engages the clutch meshing teeth 75 of the transmission wheel 70 (as shown in FIG. Figure 9 ), thereby synchronously operating the transmission wheel 70 and, in turn, synchronously driving the front sprocket 90 mounted on the transmission wheel 70, thereby driving the rear wheel (not shown) via the chain, thereby driving the bicycle. Conversely, when the crankshaft 16 is operated in the reverse direction, the clutch wheel 50 rotates in the reverse direction after the crankshaft 16 drives the crankshaft sleeve 30 and the clutch wheel 50, so that the clutch key 54 does not engage the clutch teeth 75 of the transmission wheel 70, and the transmission wheel 70 and the front sprocket 90 are not driven in the reverse direction.

[0113] When the motor 20 is required to provide auxiliary power, please refer to Figure 2 、 Figure 6 、 Figure 7 and Figure 10 As shown, the output shaft 21 of the motor 20 drives the reduction wheel 26 of the reduction gear assembly 25, which in turn drives the driving wheel 28 to drive the transmission wheel 70, thereby synchronously driving the front sprocket 90 locked to the transmission wheel 70, thereby driving the bicycle. Furthermore, when the speed at which the motor 20 drives the transmission wheel 70 is greater than the speed at which the crankshaft 16 drives the transmission wheel 70, the clutch wheel 50 becomes uncoupled from the transmission wheel 70, causing the clutch teeth 75 of the transmission wheel 70 to disengage from the clutch key 54 of the clutch wheel 50. This prevents interference between the transmission wheel 70 and the crankshaft 16, allowing the motor 20 to provide power to assist in driving the bicycle.

[0114] Through the above design and description, the mid-mounted motor assembly structure of the bicycle of the present invention utilizes a crank sleeve 30 to be sleeved on the crank shaft 16, and a support sleeve 40 to be locked on the shaft through tube 11 of the frame 10, and then the clutch wheel 50, the shell cover 60 and the transmission wheel 70 are assembled on the crank sleeve 30 and the support sleeve 40, so that each component is effectively aligned and positioned, which can effectively enhance the axial locking force and radial supporting force, making its power transmission more stable and reliable. At the same time, the crank sleeve 30, the support sleeve 40, the clutch wheel 50, the shell cover 60 and the transmission wheel 70 can be effectively pressed and locked, which can avoid loosening due to vibration after use, and will not wear due to poor meshing, which can effectively extend their service life. Furthermore, without changing the original frame, the motor 20 can be assembled on the frame 10 using the suspension group 80, so that the bicycle used has an electric auxiliary drive function, thereby reducing the cost of the electric auxiliary bicycle and improving its practicality.

[0115] However, although various embodiments of the present invention have been shown and illustrated herein, only preferred embodiments are provided by way of example. Any operating theories or benefits provided herein are merely provided as an aid to the invention; such theories and explanations are not intended to limit the scope of the patent application formed by practicing the invention. A skilled artisan can devise numerous variations, changes, or alternatives without departing from the invention. It should be understood that any simple modifications and equivalent structural changes made by way of example using the description and drawings of the present invention are also encompassed within the scope of the invention and are hereby declared.

Claims

1. A bicycle mid-mounted motor assembly structure, characterized in that: The invention is applied to a bicycle frame, wherein the frame has an axle tube on which a crankshaft is assembled, and the bicycle is driven by operating a front sprocket arranged on the crankshaft. The mid-mounted motor assembly structure is selectively locked to the motor of the frame and a clutch assembly arranged at one end of the crankshaft, wherein the clutch assembly includes: A crankshaft sleeve having a first straight cog on an inner wall surface corresponding to one end of the crankshaft, and the crankshaft having a second straight cog that can be correspondingly engaged. The crankshaft sleeve has a convex shaft portion protruding from the other side thereof, which is sleeved with the crankshaft. The middle section of the convex shaft portion of the crankshaft sleeve has a first meshing tooth section. The convex shaft portion has a first shaft seat section inside the first meshing tooth section for mounting a first bearing. A supporting sleeve having a screw lock convex sleeve corresponding to the shaft through tube, the shaft through tube having a threaded section for being screwed relative thereto, and the supporting sleeve having a first inner shaft seat corresponding to the first bearing; A clutch wheel, the axis of which has a second toothed section corresponding to the first toothed section of the crank sleeve, the clutch wheel having a second axle seat section on a side different from the frame for the second bearing to be arranged, and the outer edge of the clutch wheel having a clutch key; A shell cover, the axis of which is different from the side of the frame, is provided with a convex shaft sleeve sleeved on the support shaft sleeve, the convex shaft sleeve is provided with a third shaft seat section, and the periphery of the shell cover is provided with an annular shell cover; The transmission wheel has a gear meshing with the motor on its outer edge, and the axis of the transmission wheel has a third inner shaft seat corresponding to the shell cover, for a third bearing to be embedded opposite to the third shaft seat section of the shell cover, and a second inner shaft seat is formed on the side of the transmission wheel corresponding to the front sprocket, for the second bearing to be embedded opposite to the second shaft seat section of the clutch wheel, and the inner edge of the transmission wheel has clutch gear meshing corresponding to the clutch wheel, and the coaxial lock of the front sprocket is arranged on the outer surface of the transmission wheel.

2. The bicycle mid-mounted motor assembly structure according to claim 1, wherein: The motor has an output wheel shaft, and a reduction group is provided on the motor which is acted upon by the output wheel shaft. The reduction group has a reduction wheel which is engaged with the output wheel shaft. The reduction wheel drives a driving wheel which can engage with the teeth on the outer edge of the transmission wheel.

3. The bicycle mid-mounted motor assembly structure according to claim 1, wherein: The convex shaft portion of the crank sleeve has a first screw locking section on the outside of the first tooth for setting a fixed locking cap, and the inner edge of the fixed locking cap has a second screw locking section corresponding to the first screw locking section for locking the clutch wheel and the first bearing on the convex shaft portion of the crank sleeve.

4. The bicycle mid-mounted motor assembly structure according to claim 1, wherein: The first inner shaft seat of the supporting shaft sleeve has a ring groove adjacent to the opening end edge for selective buckling of a ring buckle to limit the first bearing.

5. The bicycle mid-mounted motor assembly structure according to claim 1, wherein: The clutch wheel is formed with a locking hole on the end surface of the second shaft seat section, for locking the pressure plate to the clutch wheel by bolts to restrict the second bearing.

6. The bicycle mid-mounted motor assembly structure according to claim 1, wherein: The inner edge of the convex shaft sleeve of the shell cover has a retaining edge pressed against between the support shaft sleeve and the shaft through tube, so that the shell cover can be clamped between the support shaft sleeve and the shaft through tube.

7. The bicycle mid-mounted motor assembly structure according to claim 1 or 6, wherein: The shell cover has a locking hole portion at its periphery, and the annular shell cover has a countersunk hole portion corresponding to the locking hole portion, so that the annular shell cover can be locked on the shell cover by using bolts.

8. The bicycle mid-mounted motor assembly structure according to claim 7, wherein: The periphery of the shell is provided with a side cover which can be locked and covered correspondingly to the motor.

9. The bicycle mid-mounted motor assembly structure according to claim 1, wherein: The transmission wheel has a convex portion on one side surface corresponding to the front sprocket, the transmission wheel surface has a first locking hole corresponding to the convex portion, the inner edge of the front sprocket has a convex piece corresponding to the convex portion, and the convex piece of the front sprocket has a second locking hole, so that the front sprocket can be locked to the transmission wheel using a locking piece.

10. The bicycle mid-mounted motor assembly structure according to claim 1, wherein: The motor can be hung on the frame using a suspension group. The motor has a locking sleeve and the suspension group has a first clamping rod and a second clamping rod that can relatively clamp the frame. The first clamping rod and the second clamping rod have guide columns and guide grooves at both ends that can be relatively inserted. The bottom edge of the first clamping rod is provided with a locking shaft that can pass through the locking sleeve. A long pressing plate is provided between the second clamping rod and the frame for using two long screw rods to sequentially lock the second clamping rod, the long pressing plate, the first clamping rod and the two ends of the locking shaft, so that the motor can be selectively locked to the frame using the suspension group.

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