Built-in variable-speed middle motor system and vehicle

Abstract

The utility model provides a built-in variable-speed middle motor system and a vehicle, which comprises a BB shaft, a main output shaft, a first transmission device, a first speed reducer, a second speed reducer, a first clutch and a second clutch which are arranged on a shell, and a motor is arranged inside or outside the shell; the BB shaft is in transmission connection with the main output shaft through a first transmission device and a first clutch; the motor is in transmission connection with the main output shaft through a first speed reduction device and a second clutch, and / or the motor is in transmission connection with the main output shaft through a second speed reduction device, and the speed reduction ratio of the first speed reduction device is larger than that of the second speed reduction device. The first clutch and the second clutch are arranged to be the overrun clutches, when the rotating speed reaches the threshold value of the overrun clutches, disconnection or connection of the overrun clutches can be achieved, speed changing can be achieved without manual switching of a user, and the riding comfort of the user can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle power-assisted technology field, specifically, a kind of built-in variable-speed mid-motor system and vehicle. BACKGROUND

[0002] Power-assisted bicycle is a new type of two-wheeled vehicle, which belongs to a bicycle, uses battery as auxiliary power source, is equipped with motor, and has power-assisted system, can realize the integration of human-powered cycling and motor-assisted new traffic tool.

[0003] In the field of power-assisted bicycle, the installation position of motor is mainly divided into two kinds, one is mid-mounted, that is, the motor is installed at the middle position of the vehicle body, that is, the motor at five-way position is called mid-motor. The mid-motor is connected with the frame, and the power is transmitted through the chain and the rear wheel, and the motor is installed on both sides of the motor. In the case that the motor has no power supply, the rider can realize human-powered cycling through the pedal, and the resistance is the same as that of normal bicycle.

[0004] The other is installed in the hub of the bicycle, which is called hub motor. Compared with hub motor, mid-motor has great advantages in technology and performance.

[0005] At present, the bicycle speed change is mostly step change, and the gear position needs to be frequently switched during speed change, so the market urgently needs a transmission system that can realize speed change without manual gear shifting. UTILITY MODEL CONTENTS

[0006] In view of the defects in the prior art, the purpose of the utility model is to provide a mid-motor system with built-in variable speed.

[0007] According to the mid-motor system with built-in variable speed provided by the utility model, the BB shaft, the main output shaft, the first transmission device, the first speed reducer, the second speed reducer, the first clutch and the second clutch are arranged on the shell, and the motor is arranged inside or outside the shell.

[0008] The BB shaft, the main output shaft, the first transmission device, the first speed reducer, the second speed reducer, the first clutch and the second clutch are arranged on the shell, and the motor is arranged inside or outside the shell.

[0009] The BB shaft is drivingly connected with the main output shaft through the first transmission device and the first clutch.

[0010] The motor is drivingly connected with the main output shaft through the first speed reducer and the second clutch, and / or the motor is drivingly connected with the main output shaft through the second speed reducer, and the speed reduction ratio of the first speed reducer is greater than that of the second speed reducer.

[0011] Preferably, the first transmission device comprises a ratchet pawl and a planetary support, the BB shaft is in transmission connection with the ratchet pawl and the planetary support, and the planetary support is in transmission connection with the main output shaft through the first clutch.

[0012] Preferably, the first transmission device comprises a ratchet pawl and a planetary support, the BB shaft is in transmission connection with the ratchet pawl and the planetary support, and the planetary support is in transmission connection with the main output shaft through the first clutch.

[0013] Preferably, the second transmission device comprises a ratchet pawl and a planetary support, the BB shaft is in transmission connection with the ratchet pawl and the planetary support, and the planetary support is in transmission connection with the main output shaft through the first clutch.

[0014] Preferably, the second transmission device comprises a ratchet pawl and a planetary support, the BB shaft is in transmission connection with the ratchet pawl and the planetary support, and the planetary support is in transmission connection with the main output shaft through the first clutch.

[0015] Preferably, the second transmission device comprises a ratchet pawl and a planetary support, the BB shaft is in transmission connection with the ratchet pawl and the planetary support, and the planetary support is in transmission connection with the main output shaft through the first clutch.

[0016] Preferably, the second transmission device comprises a ratchet pawl and a planetary support, the BB shaft is in transmission connection with the ratchet pawl and the planetary support, and the planetary support is in transmission connection with the main output shaft through the first clutch.

[0017] Preferably, the second transmission device comprises a ratchet pawl and a planetary support, the BB shaft is in transmission connection with the ratchet pawl and the planetary support, and the planetary support is in transmission connection with the main output shaft through the first clutch.

[0018] Preferably, when the first transmission device is in transmission connection between the motor and the main output shaft, the motor and the main output shaft have a fixed transmission ratio.

[0019] Preferably, when the second transmission device is in transmission connection between the motor and the main output shaft, the motor and the main output shaft have a variable transmission ratio.

[0020] Preferably, the first clutch and the second clutch are overrunning clutches.

[0021] The utility model provides a kind of vehicle, still including frame, front wheel and rear wheel, middle motor system is installed on frame, both ends of BB axle are equipped with footboard, coaxially fixed mounting has cogwheel on main output shaft, coaxially fixed mounting has freewheel on rear wheel, and cogwheel and freewheel are connected by chain or belt drive.

[0022] Preferably, the freewheel and the cogwheel have a fixed reduction ratio.

[0023] Compared with the prior art, the utility model has the beneficial effects that:

[0024] 1、The utility model discloses a first clutch and a second clutch are both set to overrunning clutches, when the rotational speed reaches the threshold value of the overrunning clutch, the overrunning clutch can be disconnected or connected, without manual switching by the user, the speed change can be realized, and the comfort of riding of the user is improved.

[0025] 2、The utility model discloses that first speed reducer is driven and is connected when motor and main output shaft, and motor and main output shaft are fixed reduction ratio between;Second speed reducer is driven and is connected when motor and main output shaft, and motor and main output shaft are variable reduction ratio between;The switching of fixed reduction ratio and variable reduction ratio is realized, and the comfort of riding is improved. BRIEF DESCRIPTION OF DRAWINGS

[0026] Other features, objects and advantages of the utility model will become more apparent through reading the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0027] Figure 1 It is the schematic diagram that the utility model mainly embodies middle motor system overall structure;

[0028] Figure 2 It is the schematic diagram that the utility model mainly embodies that moment sensor is integrated on BB axle;

[0029] Figure 3 It is the schematic diagram that the utility model mainly embodies that strain gauge is pasted on BB axle;

[0030] Figure 4 It is the schematic diagram that the utility model mainly embodies that strain gauge is pasted on crank;

[0031] Figure 5 It is the schematic diagram that the utility model mainly embodies that middle motor system is installed on vehicle.

[0032] REFERENCE SIGNS

[0033] Transmission mechanism 1 first clutch 11

[0034] Triplex gear 2 main output shaft 12

[0035] BB axis 3 pedal 13

[0036] Housing 4 Crank 14

[0037] Single planetary gear 5 tooth plate 15

[0038] Second clutch 6 chain 16

[0039] Double planetary gear 7 Flywheel 17

[0040] Detection device 8 Controller 18

[0041] Ratchet pawl 9 Motor 19

[0042] Planetary bracket 10 DETAILED DESCRIPTION

[0043] The present invention will be described in detail below with reference to specific embodiments. The following embodiments will help those skilled in the art further understand the present invention, but are not intended to limit the present invention in any way. It should be noted that a person skilled in the art may make various variations and improvements without departing from the scope of the present invention. These variations and improvements are all within the scope of protection of the present invention.

[0044] Example One

[0045] like Figure 1 As shown, according to the present invention, a mid-mounted motor 19 system with built-in speed change includes a housing 4, a motor 19, a BB shaft 3, a main output shaft 12, a first transmission device, a first reduction gear, a second reduction gear, a first clutch 11, and a second clutch 6. The BB shaft 3, the main output shaft 12, the first transmission device, the first reduction gear, the second reduction gear, the first clutch 11, and the second clutch 6 are all disposed on the housing 4, and the motor 19 is disposed inside or outside the housing 4. The BB shaft 3 is transmission-connected to the main output shaft 12 via the first transmission device and the first clutch 11, and the motor 19 is transmission-connected to the main output shaft 12 via the first reduction gear and the second clutch 6. Alternatively, the motor 19 is transmission-connected to the main output shaft 12 via the second reduction gear, and the reduction ratio of the first reduction gear is greater than the reduction ratio of the second reduction gear.

[0046] Specifically, the first transmission device includes a ratchet pawl 9 and a planetary bracket 10 . The BB shaft 3 is transmission-connected to the planetary bracket 10 via the ratchet pawl 9 , and the planetary bracket 10 is transmission-connected to the main output shaft 12 via the first clutch 11 .

[0047] The first speed reduction device comprises a three-gear 2 and a single-gear planetary gear 5, the output shaft of the motor 19 is connected with the first gear of the three-gear 2 through the gear structure 1, the second gear of the three-gear 2 is connected with the main output shaft 12 through the single-gear planetary gear 5, and the single-gear planetary gear 5 is connected with the shell 4 through the second clutch 6.

[0048] The second speed reduction device comprises a three-gear 2 and a double-gear planetary gear 7, the output shaft of the motor 19 is connected with the first gear of the three-gear 2 through the gear structure 1, the third gear of the three-gear 2 is connected with the first gear of the double-gear planetary gear 7, the second gear of the double-gear planetary gear 7 is connected with the main output shaft 12, and the double-gear planetary gear 7 is connected with the planetary support 10.

[0049] It should be noted that the first speed reduction device and the second speed reduction device of the present application can be designed as a whole or in parts, and the whole design means that the first speed reduction device and the second speed reduction device are two completely independent devices. The first speed reduction device and the second speed reduction device of the present application preferably adopt the whole design, and in the transmission route, the first speed reduction device and the second speed reduction device share the motor 19, the gear structure 1 and the three-gear 2, which reduces the number of parts of the motor 19 system, reduces the volume of the motor 19 system and improves the integration of the motor 19 system.

[0050] In a preferred embodiment, the first speed reduction device and the second speed reduction device are designed as a whole:

[0051] The three-gear 2, the single-gear planetary gear 5 and the double-gear planetary gear 7 are arranged between the output shaft of the motor 19 and the main output shaft 12. The output shaft of the motor 19 is connected with the first gear of the three-gear 2 through the gear structure 1, the second gear of the three-gear 2 is connected with the single-gear planetary gear 5, the single-gear planetary gear 5 is connected with the main output shaft 12, and the single-gear planetary gear 5 is connected with the shell 4 through the second clutch 6. The first gear of the double-gear planetary gear 7 is connected with the third gear of the three-gear 2, the second gear of the double-gear planetary gear 7 is connected with the main output shaft 12, and the double-gear planetary gear 7 is connected with the planetary support 10. The speed reduction ratio of the single-gear planetary gear 5 and the second gear of the three-gear 2 is greater than the speed reduction ratio of the first gear of the double-gear planetary gear 7 and the third gear of the three-gear 2.

[0052] It should be emphasized that the first clutch 11 and the second clutch 6 of the technical scheme of the present application are overrunning clutches. When the speed reaches the threshold value of the overrunning clutch, the overrunning clutch can be disconnected or connected through the speed, without the need for the user to manually switch, so that the speed can be changed.

[0053] It should be noted that when the first speed reduction device drives the motor 19 and the main output shaft 12, the motor 19 and the main output shaft 12 have a fixed reduction ratio. When the second speed reduction device drives the motor 19 and the main output shaft 12, the motor 19 and the main output shaft 12 have a variable reduction ratio. The gear transmission structure of the technical scheme of the application realizes the switching of the fixed reduction ratio and the variable reduction ratio, and improves the riding comfort.

[0054] Example Two

[0055] Based on example one, as shown in Figure 2 、 Figure 3 and Figure 4 , according to the utility model discloses a kind of built-in variable speed's middle motor system, including shell 4, BB shaft 3, main output shaft 12, first transmission device, detection device 8, controller 18, motor 19, first clutch 11, second clutch 6, first speed reduction device and second speed reduction device.

[0056] BB shaft 3, main output shaft 12, first transmission device, first speed reduction device, second speed reduction device, first clutch 11 and second clutch 6 are configured on shell 4, motor 19 is configured inside or outside shell 4, controller 18 can be configured inside shell 4 also can be configured outside shell 4, detection device 8 can be configured inside shell 4 also can be configured outside shell 4.

[0057] BB shaft 3 is drivenly connected with the main output shaft 12 by the first transmission device. Detection device 8 detects the rotation of BB shaft 3 and generates an electrical signal to controller 18, and controller 18 controls the start or stop of motor 19. Motor 19 is drivenly connected with the main output shaft 12 by the first speed reduction device and the second speed reduction device, respectively, and the reduction ratio of the first speed reduction device is different from that of the second speed reduction device. Under the action of controller 18: motor 19 is started, motor 19 is drivenly connected with the main output shaft 12 by the first speed reduction device, according to any one parameter or multiple parameters of the rotation speed of motor 19, the rotation speed of BB shaft 3 and the vehicle speed, motor 19 is switched to be drivenly connected with the main output shaft 12 by the second speed reduction device.

[0058] It should be noted that the switching of the first speed reduction device and the second speed reduction device can be determined by the rotation speed of motor 19, for example, when the rotation speed of motor 19 reaches a first threshold value, the transmission structure between motor 19 and the main output shaft 12 is switched from the first speed reduction device to the second speed reduction device. It can also be determined by the rotation speed of BB shaft 3, and it can also be determined by the vehicle speed. Of course, in another possible implementation, it can also be determined by any two parameters or three parameters together. The core of the technical scheme of the application is that there are two sets of speed reduction routes, and the switching of the two sets of speed reduction routes can be controlled by controller 18.

[0059] As Figure 2 , Figure 3 and Figure 4 shown, further, the detection device 8 of the technical solution of the application can be configured inside the housing 4 or outside the housing 4. Specifically, the detection device 8 is configured on the BB shaft 3 or the crank 14 or the housing 4.

[0060] In a possible implementation, the detection device 8 can be a torque sensor, which is integrated on the BB shaft 3. The torque and the pedal frequency signal can be integratedly detected, or can be separately detected, or only the pedal frequency signal can be detected. It should be noted that the technical solution of the application can also use a pedal frequency sensor to detect the pedal frequency signal. The pedal frequency sensor can also use an external split sensor.

[0061] In another possible implementation, the detection device 8 can be a strain gauge, which can be attached to the BB shaft 3 or the crank 14. It should be emphasized that the detection device 8 of the technical solution of the application can use any detection device 8 in the prior art that can collect any one or more of the pedal frequency signal, the motor 19 rotation speed signal, and the vehicle speed signal.

[0062] It should be noted that the first clutch 11 and the second clutch 6 of the application are overrunning clutches. When the first reduction device connects the motor 19 and the main output shaft 12 in transmission, the motor 19 and the main output shaft 12 have a fixed reduction ratio. When the second reduction device connects the motor 19 and the main output shaft 12 in transmission, the motor 19 and the main output shaft 12 have a variable reduction ratio.

[0063] The application provides a working method of an inner built-in variable speed middle motor system, which comprises the following steps:

[0064] The BB shaft 3 rotates and drives the main output shaft 12 to rotate through the first transmission device;

[0065] The detection device 8 detects the rotation of the BB shaft 3 to generate an electric signal and sends it to the controller 18, the controller 18 controls the motor 19 to start, and the motor 19 drives the main output shaft 12 to rotate through the first reduction device;

[0066] The BB shaft 3 stops rotating, the detection device 8 does not generate an electric signal, the controller 18 controls the motor 19 to stop, and the system returns to the initial state.

[0067] According to the working method of the inner built-in variable speed middle motor system provided by the application, the working method comprises the following steps:

[0068] The BB shaft 3 rotates and drives the main output shaft 12 to rotate through the first transmission device;

[0069] The detection device 8 detects the rotation of the BB shaft 3 to generate an electric signal and transmit the electric signal to the controller 18, the controller 18 controls the motor 19 to start, and the motor 19 drives the main output shaft 12 to rotate through the first speed reducer;

[0070] When any one parameter or multiple parameters of the rotation speed of the motor 19, the rotation speed of the BB shaft 3 and the vehicle speed reach a first threshold value, the motor 19 drives the main output shaft 12 to rotate through the second speed reducer;

[0071] When the BB shaft 3 stops rotating, the detection device 8 does not generate an electric signal, the controller 18 controls the motor 19 to be closed, and the system returns to the initial state.

[0072] According to the working method of the built-in variable-speed mid-mounted motor system provided by the application, the working method comprises the following steps:

[0073] The BB shaft 3 rotates and drives the main output shaft 12 to rotate through the first transmission device;

[0074] The detection device 8 detects the rotation of the BB shaft 3 to generate an electric signal and transmit the electric signal to the controller 18, the controller 18 controls the motor 19 to start, and the motor 19 drives the main output shaft 12 to rotate through the first speed reducer;

[0075] When any one parameter or multiple parameters of the rotation speed of the motor 19, the rotation speed of the BB shaft 3 and the vehicle speed reach a threshold value, the motor 19 drives the main output shaft 12 to rotate through the second speed reducer;

[0076] When any one parameter or multiple parameters of the rotation speed of the motor 19, the rotation speed of the BB shaft 3 and the vehicle speed reach a second threshold value, the first transmission device is disconnected from the main output shaft 12;

[0077] When the BB shaft 3 stops rotating, the detection device 8 does not generate an electric signal, the controller 18 controls the motor 19 to be closed, the first transmission device is connected to the main output shaft 12, the first speed reducer connects the motor 19 to the main output shaft 12, and the system returns to the initial state.

[0078] As shown in Figure 5 According to the vehicle provided by the application, the vehicle further comprises a vehicle frame, front wheels and rear wheels, the mid-mounted motor system is mounted on the vehicle frame, both ends of the BB shaft 3 are provided with pedal plates 13 through cranks 14, a sprocket 15 is coaxially and fixedly mounted on the main output shaft 12, a freewheel 17 is coaxially and fixedly mounted on the rear wheel, and the sprocket 15 and the freewheel 17 are connected through a chain 16 or a belt transmission. The freewheel 17 and the sprocket 15 have a fixed speed reduction ratio.

[0079] Working principle

[0080] Specifically, when the motor 19 is not working, the pedal torque is transmitted through the BB shaft 3, torque sensor, ratchet and pawl 9, planetary support 10, first clutch 11K2, output shaft. The toothed disc 15 is fixed on the output shaft, thereby driving the toothed disc 15 to rotate, and the toothed disc 15 drives the flywheel 17 through the chain 16 or belt, thereby starting the bicycle to ride. This state is a pure human state, and the reduction ratio is the fixed reduction ratio between the toothed disc 15 and the flywheel 17.

[0081] When the motor 19 is working, the pedal torque drives the torque sleeve through the BB shaft 3 to make the detection device 8, i.e., the torque sensor, generate an electrical signal, the controller 18 receives the signal to start the motor 19, and the motor 19 starts to work. The power of the motor 19 is transmitted to the three-gear gear 2 through the transmission mechanism, because the single-gear planetary gear 5 is fixed to the housing 4 through the second clutch 6, at this time, there is a large fixed reduction ratio between the three-gear gear 2, the single-gear planetary gear 5 and the main output shaft 12, and there is a large torque output, which is suitable for the working condition when starting or climbing. When the pedal torque signal is continuously generated, the motor 19 starts to accelerate, and when the speed reaches a certain value, the second clutch 6 is disconnected, at this time, the power transmission between the three-gear gear 2, the single-gear planetary gear 5 and the main output shaft 12 is stopped, and the power is mainly transmitted through the three-gear gear 2, the double-gear planetary gear 7 and the main output shaft 12, so the path reduction ratio is small, and thus there is a large output speed, and the vehicle enters a high-speed mode, at this time, the reduction ratio is variable. The main output shaft 12 rotates with the planetary support 10 through the first clutch 11, and when the speed further reaches a certain value, the pedal frequency cannot keep up with the rotation speed of the planetary support 10, the torque sensor cannot receive the pedal torque, no signal is generated, and the motor 19 stops working, so the high-speed state cannot be sustained, at this time, the first clutch 11 is disconnected, the planetary support 10 stops rotating, and the pedal torque continues to act on the torque sleeve to generate a torque signal, thereby maintaining the high-speed output of the motor 19. When the ride is completed, the pedal torque stops, the torque sensor no longer generates an electrical signal, the controller 18 no longer starts the motor 19, and the motor 19 stops working, so the vehicle speed starts to decrease, the first clutch 11 is connected, and when the speed further decreases, the second clutch 6 is connected, the speed change mechanism returns to the low-speed mode, and the ride is completed until the vehicle speed decreases to zero. The advantage of the mechanism is that no matter whether the high-speed state of riding on a flat road or the low-speed state of climbing, the pedal frequency can be kept stable, thereby giving the rider a comfortable and stable riding experience. The application changes the meshing state of the planetary gear to realize different speed outputs, and the pedal frequency can be kept stable in a certain range without frequent manual gear shifting, thereby improving the driving safety.

[0082] In the description of the present application, it needs to be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0083] The specific embodiments of the present application are described above. It needs to be understood that the present application is not limited to the specific embodiments described above, and various changes or modifications can be made by those skilled in the art within the scope of the claims, which does not affect the essential content of the present application. In the case of no conflict, the embodiments of the present application and the features in the embodiments can be combined with each other arbitrarily.

Claims

1. An interior-PM (permanent magnet) motor system with built-in gear change, characterized by, The transmission comprises a housing (4), a motor (19), a BB shaft (3), a main output shaft (12), a first transmission device, a first reduction device, a second reduction device, a first clutch (11) and a second clutch (6); The BB shaft (3), the main output shaft (12), the first transmission device, the first reduction device, the second reduction device, the first clutch (11) and the second clutch (6) are arranged on the housing (4), and the motor (19) is arranged inside or outside the housing (4); The BB shaft (3) is in transmission connection with the main output shaft (12) through the first transmission device and the first clutch (11); The motor (19) is in transmission connection with the main output shaft (12) through the first reduction device and the second clutch (6), and / or the motor (19) is in transmission connection with the main output shaft (12) through the second reduction device, and the reduction ratio of the first reduction device is greater than that of the second reduction device.

2. The built-in variable speed mid-drive motor system of claim 1, wherein, The first transmission device comprises a ratchet pawl (9) and a planetary support (10), the BB shaft (3) is in transmission connection with the planetary support (10) through the ratchet pawl (9), and the planetary support (10) is in transmission connection with the main output shaft (12) through the first clutch (11).

3. The built-in variable speed mid-drive motor system of claim 1, wherein, The first reduction device comprises a three-gear (2) and a single planetary gear (5), the output shaft of the motor (19) is in transmission connection with a first gear of the three-gear (2) through a gear structure (1), a second gear of the three-gear (2) is in transmission connection with the main output shaft (12) through the single planetary gear (5), and the single planetary gear (5) is connected with the housing (4) through the second clutch (6).

4. The built-in variable speed mid-drive motor system of claim 2, wherein, The second reduction device comprises a three-gear (2) and a double planetary gear (7), the output shaft of the motor (19) is in transmission connection with a first gear of the three-gear (2) through the gear structure (1), a second gear of the double planetary gear (7) is in transmission connection with a third gear of the three-gear (2), a third gear of the double planetary gear (7) is in transmission connection with the main output shaft (12), and the double planetary gear (7) is connected with the planetary support (10).

5. The built-in variable speed mid-drive motor system of claim 1, wherein, The output shaft of the motor (19) and the main output shaft (12) are provided with the three-gear (2), the single planetary gear (5) and the double planetary gear (7); The output shaft of the motor (19) is in transmission connection with a first gear of the three-gear (2) through the gear structure (1), a second gear of the three-gear (2) is in transmission connection with the main output shaft (12) through the single planetary gear (5), and the single planetary gear (5) is connected with the housing (4) through the second clutch (6). A second gear of the double planetary gear (7) is in transmission connection with a third gear of the three-gear (2), a third gear of the double planetary gear (7) is in transmission connection with the main output shaft (12), and the double planetary gear (7) is connected with the planetary support (10). The reduction ratio of the single planetary gear (5) and the second gear of the triple gear (2) is greater than the reduction ratio of the first gear of the double planetary gear (7) and the third gear of the triple gear (2).

6. The built-in variable speed mid-drive motor system of claim 1, wherein, When the first reduction device drives the motor (19) and the main output shaft (12), the motor (19) and the main output shaft (12) have a fixed reduction ratio.

7. The built-in variable speed mid-drive motor system of claim 1, wherein, When the second reduction device drives the motor (19) and the main output shaft (12), the motor (19) and the main output shaft (12) have a variable reduction ratio.

8. The built-in variable speed mid-drive motor system of claim 1, wherein, The first clutch (11) and the second clutch (6) are overrunning clutches.

9. A vehicle characterized by comprising: The built-in variable-speed middle motor system of any one of claims 1-8 further comprises a frame, a front wheel, and a rear wheel, the middle motor (19) system is installed on the frame, both ends of the BB shaft (3) are provided with foot pedals (13), the main output shaft (12) is coaxially and fixedly provided with a sprocket (15), the rear wheel is coaxially and fixedly provided with a flywheel (17), and the sprocket (15) and the flywheel (17) are drivingly connected through a chain (16) or a belt.

10. A vehicle as claimed in claim 9, wherein The flywheel (17) and the sprocket (15) have a fixed reduction ratio.

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