Crank assembly, drive assembly and vehicle

Abstract

This application relates to a crank assembly, a drive assembly, and a vehicle. The crank assembly includes a sprocket connection, a bottom bracket, and a first crank portion. The sprocket connection is connected to a sprocket and has a through hole. The bottom bracket is installed in the sprocket connection, with one end inserted into the through hole. The first crank portion is used to connect to a pedal and is movably connected to the sprocket connection, allowing the first crank portion to move between a locked position and an unlocked position. In the unlocked position, the first crank portion is simultaneously unlocked and engaged with both the sprocket connection and one end of the bottom bracket, allowing the first crank portion to rotate relative to the sprocket connection and the bottom bracket. This allows the direction of the first crank portion to be changed without removing it from the sprocket connection, greatly improving the convenience of adjusting the direction of the first crank portion and enhancing the user experience.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a crank assembly, drive assembly, and vehicle. Background Technology

[0002] Some existing vehicles are equipped with cranks and pedals, and have a first mode and a second mode. In the first mode, pressing the pedals drives the cranks to rotate, thus providing forward propulsion. In the second mode, the vehicle can be propelled by electricity. When the vehicle is in the second mode, the pedals that provide power to the vehicle rotate freely as the vehicle moves. Therefore, when the pedals rotate to their closest point to the road surface, they are more likely to hit protruding objects, increasing the risk of accidents.

[0003] To address this issue, related technologies involve disassembling and reinstalling the cranks, adjusting their direction, and then supporting them with crank supports to limit crank rotation and fix the pedal position during pedaling. However, this method of adjusting direction is cumbersome, increases the operator's burden, and negatively impacts the user experience. Utility Model Content

[0004] This application provides a crank assembly, a drive assembly, and a vehicle, aiming to solve the problem that adjusting the crank direction in related technologies is cumbersome, increases the operator's burden, and affects the user experience.

[0005] To achieve the above objectives, according to a first aspect of this application, a crank assembly is provided, comprising:

[0006] A sprocket connection part is used to connect to a sprocket, and the sprocket connection part is provided with a through hole;

[0007] A central shaft component is installed on the sprocket connection part, with one end of the central shaft component inserted into the through hole;

[0008] A first crank portion is used to connect to a pedal, and the first crank portion is movably connected to the sprocket connection portion so that the first crank portion can move between a locked position and an unlocked position.

[0009] In the locked position, the first crank portion is simultaneously locked to one end of the sprocket connection portion and the bottom bracket, so that the first crank portion, the sprocket connection portion, and the bottom bracket are adapted to rotate synchronously. In the unlocked position, the first crank portion is adapted to simultaneously unlock to one end of the sprocket connection portion and the bottom bracket, so that the first crank portion is adapted to rotate relative to the sprocket connection portion and the bottom bracket.

[0010] Optionally, the first crank portion includes a first crank and a connecting shaft connected to the first crank, the first crank being used to connect to a pedal, and one end of the connecting shaft being located within the through hole;

[0011] In the locked position, the first crank is adapted to lock into the sprocket connection portion, and one end of the connecting shaft is adapted to lock into one end of the central shaft. In the unlocked position, the first crank is adapted to unlock into the sprocket connection portion, and one end of the connecting shaft is adapted to unlock into one end of the central shaft.

[0012] Optionally, the sprocket connection portion is provided with a first locking portion;

[0013] The first crank section is provided with a first mating part;

[0014] In the locked position, the first locking part and the first mating part are locked together.

[0015] Optionally, one of the first locking portion and the first mating portion includes a first groove, and the other includes a first protrusion.

[0016] Optionally, multiple first protrusions and multiple first grooves are provided, and the multiple first protrusions and multiple first grooves are arranged at intervals along the circumference of the through hole.

[0017] Optionally, the first crank portion is provided with a second locking portion;

[0018] The central shaft component is provided with a second mating part;

[0019] In the locked position, the second locking part and the second mating part are locked together.

[0020] Optionally, one of the second locking portion and the second mating portion includes a second groove, and the other includes a second protrusion.

[0021] Optionally, the second protrusion is provided on the first crank portion, and the second protrusion has a guide slope, which is inclined toward the axis of the through hole along the direction from the unlock position to the lock position.

[0022] Optionally, a first limiting platform protrudes from the inner sidewall of the through hole;

[0023] The side wall of the connecting shaft is provided with a second limiting platform. The second limiting platform is located inside the through hole and on the side of the first limiting platform facing the central shaft. The second limiting platform is adapted to abut against the first limiting platform.

[0024] Optionally, it also includes an elastic element, which is fitted onto the connecting shaft and clamped between the first limiting platform and the second limiting platform, and the elastic element is used to keep the first crank portion in the locked position.

[0025] Optionally, the connecting shaft and the first crank are detachably connected.

[0026] Optionally, the portion of the central shaft extending into the through hole is fixedly connected to the sprocket connection portion.

[0027] Optionally, it also includes a second crank portion connected to the other end of the bottom bracket, the second crank portion being used to connect to a pedal.

[0028] According to a second aspect of this application, a drive assembly is provided, comprising:

[0029] The crank assembly as described above;

[0030] The sprocket is fitted onto the sprocket connection portion and is fixedly connected to the sprocket connection portion.

[0031] According to a third aspect of this application, a vehicle is also provided, the vehicle including the drive assembly as described above.

[0032] In the crank assembly of this application embodiment, the first crank portion is movably connected to the sprocket connection portion, allowing the first crank portion to move between a locked position and an unlocked position. In the locked position, the first crank portion is simultaneously locked to one end of both the sprocket connection portion and the bottom bracket, enabling the first crank portion, sprocket connection portion, and bottom bracket to rotate synchronously. Thus, when the user drives the first crank portion to rotate by pressing the pedal, the first crank portion will drive the sprocket connection portion and the bottom bracket to rotate synchronously, thereby driving the sprocket and enabling the vehicle equipped with this crank assembly to move. In the unlocked position, the first crank portion is adapted to simultaneously unlock to one end of both the sprocket connection portion and the bottom bracket, allowing the first crank portion to rotate relative to the sprocket connection portion and the bottom bracket. This allows the first crank portion to rotate independently as needed, and the direction of the first crank portion to be changed, adjusting the pedal position to meet different user pedaling needs. In addition, since changing the position of the pedals only requires switching the first crank part from the locked position to the unlocked position, without having to remove the first crank part from the sprocket connection and then change the direction of the first crank part, the convenience of adjusting the direction of the first crank part is greatly improved, thus enhancing the user experience.

[0033] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0036] Figure 1 This is a structural schematic diagram of a vehicle (partial structure) provided in an exemplary embodiment of this disclosure;

[0037] Figure 2 This is a schematic diagram of the drive assembly provided in an exemplary embodiment of the present disclosure, showing the pedal in the depressed state.

[0038] Figure 3 This is a schematic diagram of the drive assembly provided in an exemplary embodiment of the present disclosure, showing the pedal in the drive state.

[0039] Figure 4 This is an exploded view of a drive assembly (partial structure) provided in an exemplary embodiment of this disclosure;

[0040] Figure 5 yes Figure 4 The diagram shows a cross-sectional view of the drive assembly.

[0041] Figure 6 This is a schematic diagram of the structure of the crank assembly provided in an exemplary embodiment of this disclosure;

[0042] Figure 7 This is a schematic diagram of the structure provided in the exemplary embodiment of this disclosure, showing the first crank portion connected to the central shaft and the sprocket connection portion in the locked position;

[0043] Figure 8 This is a schematic diagram of the structure provided in the exemplary embodiment of this disclosure, showing the first crank portion connected to the bottom shaft and the sprocket connection portion in the unlocked position;

[0044] Figure 9 This is a schematic diagram of the structure of the connecting shaft provided in an exemplary embodiment of this disclosure.

[0045] Explanation of reference numerals in the attached figures:

[0046] 10. Crank assembly; 11. Sprocket connection; 111. Through hole; 12. Bottom shaft; 13. First crank section; 131. First crank; 132. Connecting shaft; 141. First locking part; 142. First mating part; 151. Second locking part; 152. Second mating part; 16. Guide slope; 17. First limiting platform; 18. Second limiting platform; 19. Elastic element; 110. Second crank section; 20. Pedal; 30. Sprocket; 40. Frame; 50. Crank support; 71. First cup; 72. Second cup; 81. First bolt; 82. Second bolt; 91. Threaded sleeve; 92. Bushing. Detailed Implementation

[0047] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0048] This application provides a vehicle. The vehicle includes a drive assembly, which includes a crank assembly 10 and a sprocket 30. Please refer to [link / reference needed]. Figures 1 to 6 , Figure 1 This is a structural schematic diagram of a vehicle (partial structure) provided in an exemplary embodiment of this disclosure; Figure 2 This is a schematic diagram of the drive assembly provided in an exemplary embodiment of the present disclosure, showing the pedal in the depressed state. Figure 3 This is a schematic diagram of the drive assembly provided in an exemplary embodiment of the present disclosure, showing the pedal in the drive state. Figure 4 This is an exploded view of a drive assembly (partial structure) provided in an exemplary embodiment of this disclosure; Figure 5 yes Figure 4 The diagram shows a cross-sectional view of the drive assembly. Figure 6 This is a schematic diagram of the crank assembly provided in an exemplary embodiment of the present disclosure. The crank assembly 10 includes a sprocket connection portion 11, a bottom bracket 12, and a first crank portion 13.

[0049] The sprocket connection part 11 is connected to the sprocket 30, and the sprocket connection part 11 is provided with a through hole 111.

[0050] Reference Figures 1 to 3 The sprocket 30 is fitted onto the sprocket connecting part 11 and is fixedly connected to the sprocket connecting part 11.

[0051] It should be noted that there are various ways to fix the sprocket connecting part 11 to the sprocket 30. For example, in some embodiments, the sprocket connecting part 11 and the sprocket 30 can be connected by a threaded structure. In another embodiment, the sprocket connecting part 11 and the sprocket 30 can be fixed by welding or by gluing. In other embodiments, the sprocket connecting part 11 and the sprocket 30 can be fixed by a pin or a screw. Specifically, this application does not limit the specific methods used.

[0052] Reference Figure 5 The central shaft 12 is installed on the sprocket connection part 11, and one end of the central shaft 12 is inserted into the through hole 111;

[0053] It should be noted that, in the embodiments of this application, the central axle component 12 includes a central axle speed sensor. This central axle speed sensor, when connected, can detect the rotational speed of the sprocket connection portion 11, facilitating subsequent determination of information such as the vehicle's speed, speed (revolutions per minute, RPM), and distance traveled by the vehicle equipped with the crank assembly 10. This satisfies the diverse needs of users.

[0054] Reference Figure 2 and Figure 3 The first crank section 13 is used to connect the pedal 20.

[0055] It should be noted that there are multiple ways in which the first crank portion 13 can be connected to the pedal 20. For example, in some embodiments, the first crank portion 13 and the pedal 20 can be connected by a threaded structure. In another embodiment, the first crank portion 13 and the pedal 20 can be welded together or glued together. In other embodiments, the first crank portion 13 and the pedal 20 can be connected and fixed by a pin or a screw. Specifically, this application does not limit the specific method used.

[0056] The first crank portion 13 is movably connected to the sprocket connection portion 11 so that the first crank portion 13 can move between the locked position and the unlocked position.

[0057] It should be noted that there are multiple ways in which the first crank portion 13 and the sprocket connecting portion 11 can be movably connected. For example, in one embodiment, the first crank portion 13 can be slidably connected to the sprocket connecting portion 11 along the axial direction of the through hole 111. In another embodiment, the first crank portion 13 can slide along the axial direction of the through hole 111 and rotate circumferentially connected to the sprocket connecting portion 11. Specifically, this application does not limit this.

[0058] In the crank assembly 10 of this application embodiment, the first crank portion 13 is movably connected to the sprocket connection portion 11, allowing the first crank portion 13 to move between a locked position and an unlocked position. In the locked position, the first crank portion 13 is simultaneously locked to one end of the sprocket connection portion 11 and the bottom bracket 12, making the first crank portion 13, sprocket connection portion 11, and bottom bracket 12 suitable for synchronous rotation. Thus, when the user drives the first crank portion 13 to rotate by pressing the pedal 20, the first crank portion 13 will drive the sprocket connection portion 11 and the bottom bracket 12 to rotate synchronously, thereby driving the sprocket 30 to rotate, and enabling the vehicle equipped with this crank assembly 10 to move. In the unlocked position, the first crank portion 13 is suitable for simultaneously unlocking to one end of the sprocket connection portion 11 and the bottom bracket 12, making the first crank portion 13 suitable for rotation relative to the sprocket connection portion 11 and the bottom bracket 12. In this way, the first crank portion 13 can be rotated independently as needed, and its direction can be changed to adjust the position of the pedal 20 to meet different user pedaling needs. Furthermore, since changing the position of the pedal 20 only requires switching the first crank portion 13 from the locked position to the unlocked position, it is not necessary to detach the first crank portion 13 from the sprocket connection portion 11 and then change its direction. This greatly improves the convenience of adjusting the direction of the first crank portion 13 and enhances the user experience.

[0059] It should be noted that in the above embodiment, before adjusting the direction of the first crank portion 13, the first crank portion 13 rotates clockwise, and at this time, the pedal 20 is on one side of the axis of the through hole 111. When it is necessary to adjust the position of the pedal 20, the first crank portion 13 is rotated counterclockwise, so that the pedal 20 is on the other side of the axis of the through hole 111.

[0060] Reference Figures 4 to 6 In some embodiments, the first crank portion 13 includes a first crank 131 and a connecting shaft 132 connected to the first crank 131. The first crank 131 is used to connect to the pedal 20, and one end of the connecting shaft 132 is located within a through hole 111. In the locked position, the first crank 131 is adapted to lock into the sprocket connection portion 11, ensuring that the force applied by the user through the pedal 20 can be efficiently and directly transmitted to the sprocket 30, thereby driving the vehicle. One end of the connecting shaft 132 is adapted to lock into one end of the bottom bracket 12. This ensures that power can be stably transmitted to the connecting bottom bracket 12 sequentially through the first crank 131 and the connecting shaft 132, reducing energy loss and improving riding efficiency.

[0061] In the unlocked position, the first crank 131 is adapted to unlock and engage with the sprocket connection 11, and one end of the connecting shaft 132 is adapted to unlock and engage with one end of the bottom bracket 12. Thus, since the locking relationship between the first crank 131 and the sprocket connection 11, and between the connecting shaft 132 and the bottom bracket 12, is released, it makes it easier for the user to inspect, maintain, or replace these components without requiring complex tools or procedures, simplifying the maintenance process. Furthermore, the first crank 13 can be rotated independently as needed, allowing the direction of the first crank 131 to be changed and the position of the pedal 20 adjusted to meet different pedaling needs, and the operation is simple.

[0062] Continue to refer to Figure 1 and Figure 4 In some embodiments, the sprocket connection portion 11 is provided with a first locking portion 141, and the first crank portion 13 is provided with a first engaging portion 142. In the locked position, the first locking portion 141 and the first engaging portion 142 are locked together. Thus, when in the locked position, the tight engagement between the first locking portion 141 and the first engaging portion 142 ensures that the force applied by the user to the pedal 20 is effectively transmitted to the sprocket 30 and further drives the bicycle forward via the chain. This direct and efficient force transmission reduces energy loss and improves riding efficiency. The presence of the first locking portion 141 and the first engaging portion 142 creates a stable connection between the first crank portion 13 and the sprocket connection portion 11, increasing the rigidity and stability of the entire transmission system. This helps reduce potential loosening or abnormal noise during riding. The first locking portion 141 and the first engaging portion 142 can form a robust and reliable locking engagement, thereby preventing the first crank portion 13 from accidentally separating from the sprocket connection portion 11 during riding, thus avoiding potential safety hazards and improving riding safety.

[0063] Reference Figure 1 and Figure 4In some embodiments, one of the first locking portion 141 and the first mating portion 142 includes a first groove, and the other includes a first protrusion. This design of the first groove and the first protrusion ensures that the first locking portion 141 and the first mating portion 142 can only mate with each other in a specific manner, which helps to ensure precise alignment between the sprocket connection portion 11 and the first crank portion 13. Once locked in place, the first protrusion is embedded in the first groove, which can significantly improve the stability and rigidity of the connection between the sprocket connection portion 11 and the first crank portion 13, reducing the possibility of loosening or wobbling during riding. The first groove and the first protrusion provide sufficient resistance to prevent accidental unlocking of the sprocket connection portion 11 and the first crank portion 13 during normal use. Simultaneously, this structure can also resist the influence of lateral forces to a certain extent, increasing the reliability of the crank assembly 10. The engagement of the first groove and the first protrusion also allows the user to relatively easily install and remove the sprocket connection portion 11 and the first crank portion 13 when needed, facilitating maintenance or replacement of parts.

[0064] It should be noted that, in other embodiments, one of the first locking part 141 and the first mating part 142 includes a pin movably mounted on the sprocket connecting part 11, and the other of the first locking part 141 and the first mating part 142 includes an insertion hole. When the pin is inserted into the insertion hole, the sprocket connecting part 11 and the first crank part 13 are locked. When the pin is pulled out of the insertion hole, the sprocket connecting part 11 and the first crank part 13 are unlocked. Of course, in other embodiments, the specific configuration of the first locking part 141 and the first mating part 142 can be selected as needed, and this application does not limit it in this regard.

[0065] Reference Figure 1 and Figure 4In some embodiments, multiple first protrusions and first grooves are provided, and these multiple first protrusions and grooves are arranged at intervals along the circumference of the through hole 111. Thus, the circumferential distribution of multiple protrusions and grooves means that the locking points of the sprocket connection 11 and the first crank portion 13 are no longer limited to a single location, but rather multiple points simultaneously bear force. This effectively disperses the torque load applied between the first crank portion 13 and the sprocket connection 11 during riding, preventing excessive stress on a single contact point, thereby improving the fatigue resistance and durability of the connection between the sprocket connection 11 and the first crank portion 13. Furthermore, the locking surface formed by the multiple protrusions and grooves provides greater torsional stiffness, more effectively preventing slippage or misalignment between the first crank portion 13 and the sprocket connection 11 due to high torque. The combination of multiple first protrusions and grooves increases the force-bearing surface, reducing localized stress on the sprocket connection 11 and the first crank portion 13 when riding with the pedal 20, reducing wear, and extending the lifespan of the components. In addition, the design of the first protrusion and the first groove can also make the sprocket connection part 11 and the first crank part 13 better positioned.

[0066] Reference Figure 1 and Figure 4 , Figure 7 and Figure 8 , Figure 7 This is a schematic diagram of the structure provided in the exemplary embodiment of this disclosure, showing the first crank portion connected to the bottom shaft and the sprocket connection portion in the locked position. Figure 8 This is a schematic diagram of the structure provided in an exemplary embodiment of this disclosure, showing the first crank portion connected to the bottom bracket and the sprocket connection portion in the unlocked position. In some embodiments, the first crank portion 13 is provided with a second locking portion 151, and the bottom bracket 12 is provided with a second mating portion 152. In the locked position, the second locking portion 151 and the second mating portion 152 are locked together. Thus, the tight fit between the second locking portion 151 and the second mating portion 152 significantly improves the connection strength and rigidity between the first crank portion 13 and the bottom bracket 12. This helps reduce loosening or abnormal noise that may occur during riding. The design of the second locking portion 151 and the second mating portion 152 ensures that the force applied by the rider to the pedal 20 can be effectively transmitted to the bottom bracket 12 through the first crank portion 13, further driving the chain forward. This direct and efficient force transmission path reduces energy loss and improves riding efficiency. The tight fit between the second locking part 151 and the second mating part 152 can prevent the first crank part 13 from accidentally separating from the bottom bracket 12 during riding, thereby avoiding potential safety hazards.

[0067] It should be noted that in some embodiments, the first crank 131 is provided with a first mating part 142, and the connecting shaft 132 is provided with a second locking part 151.

[0068] Reference Figure 7 and Figure 8 In some embodiments, one of the second locking portion 151 and the second mating portion 152 includes a second groove, and the other includes a second protrusion. Thus, the design of the second groove and the second protrusion provides a physical mechanical locking mechanism between the connecting shaft 132 and the bottom bracket 12, ensuring a tight connection between them. This design significantly enhances the connection strength and reduces the risk of loosening or separation due to external forces. The design of the second groove and the second protrusion helps to precisely align the connecting shaft 132 and the bottom bracket 12, ensuring their correct relative position during assembly. The design of the second groove and the second protrusion increases the overall rigidity and stability of the crank assembly 10, especially under high torque or impact loads, effectively preventing relative slippage or displacement between the connecting shaft 132 and the bottom bracket 12, thereby improving riding safety and comfort. Furthermore, the cooperation of the second groove and the second protrusion allows users to easily install and remove the assembly when needed, facilitating maintenance or parts replacement.

[0069] Continue to refer to Figure 8 and Figure 9 , Figure 9 This is a schematic diagram of the connecting shaft provided in an exemplary embodiment of this disclosure. In some embodiments, a second protrusion is provided on the first crank portion 13, and the second protrusion has a guide slope 16. The guide slope 16 is inclined towards the axis of the through hole 111 along the direction from the unlocked position to the locked position. Thus, when the user inserts the first crank portion 13 into the groove of the central shaft 12, even with certain assembly errors or angular deviations, the guide slope 16 can automatically adjust the relative position between the first crank portion 13 and the central shaft 12 through friction and geometric guidance of the contact surface, ensuring that the second protrusion is accurately embedded in the second groove, greatly improving installation convenience. Because the guide slope 16 has self-centering capability, it reduces the requirements for manufacturing precision and assembly tolerances, and can tolerate minor deviations between components to a certain extent, thereby reducing costs and improving yield. During the locking process, the guide slope 16 allows the second protrusion to gradually enter the mating area, avoiding the impact of rigid collisions or sudden locking, making the entire locking process smoother and more stable. When guided by the guide ramp 16, the contact point will gradually shift towards the target position as it is advanced, avoiding a single point of force bearing all the pressure, which helps to reduce local wear and extend service life.

[0070] It should be noted that two guide ramps are provided, symmetrically arranged about the axis of the through hole 111. This symmetrical design of the two guide ramps helps to achieve more precise automatic alignment, reducing additional wear or incomplete locking caused by misalignment. Due to the symmetrical arrangement of the guide ramps, when the central shaft 12 is pushed in, the two guide ramps simultaneously contact and apply reaction forces, making the force on the entire central shaft 12 more balanced, reducing the risk of local overload, and thus improving the stability of the crank assembly 10 structure. The double-sided symmetrical design improves resistance to torsion; even under large torque, the central shaft 12 and the first crank portion 13 can still maintain a good locking state, increasing the reliability and durability of the crank assembly 10.

[0071] Refer again Figure 7 and Figure 8 In some embodiments, a first limiting platform 17 protrudes from the inner wall of the through hole 111, and a second limiting platform 18 protrudes from the side wall of the connecting shaft 132. The second limiting platform 18 is located within the through hole 111 and on the side of the first limiting platform 17 facing the central shaft member 12. The second limiting platform 18 is adapted to abut against the first limiting platform 17. Thus, the contact fit between the first limiting platform 17 and the second limiting platform 18 forms a physical barrier, effectively preventing the first crank portion 13 from moving excessively along the axial direction, thereby preventing it from accidentally dislodging from the through hole 111. This design greatly increases the safety of the crank assembly 10 and reduces the risk of accidents caused by the first crank portion 13 loosening or falling off.

[0072] Reference Figures 7 to 8 In some embodiments, the crank assembly 10 further includes an elastic element 19, which is fitted onto the connecting shaft 132 and clamped between the first limiting platform 17 and the second limiting platform 18. The elastic element 19 is used to keep the first crank portion 13 in the locked position. Thus, the elastic element 19 provides a continuous clamping force, ensuring a locking engagement between the first crank portion 13, the bottom bracket 12, and the sprocket connection 11, which helps prevent loosening due to vibration or impact. When the user needs to unlock, sufficient external force is applied to overcome the elastic force of the elastic element 19; once the external force is removed, the elastic element 19 automatically pushes the first crank portion 13 back to the locked position, simplifying the operation and improving ease of use. The elastic element 19 can absorb vibrations and impacts generated during riding to a certain extent, reducing stress directly acting on the mechanical connections, thereby extending the service life of the first crank portion 13, the bottom bracket 12, and the sprocket connection 11.

[0073] It should be noted that the elastic element 19 includes a spring. However, in other embodiments, the elastic element 19 may also be axially clamped between the central shaft 12 and the first crank portion 13 along the through hole 111, with both ends of the elastic element 19 connected to the central shaft 12 and the first crank portion 13 respectively. Specifically, the installation position of the elastic element 19 can be selected as needed, and this application does not limit it in this regard.

[0074] Reference Figures 7 to 8 In one embodiment, the connecting shaft 132 and the first crank 131 are detachably connected. Thus, since the inner wall of the through hole 111 is provided with a first limiting platform 17, and the side wall of the connecting shaft 132 is provided with a second limiting platform 18, the other end of the connecting shaft 132 can be inserted into the through hole 111 from the end away from the first limiting platform 17, thereby avoiding interference between the first limiting platform 17 and the second limiting platform 18. The detachable structure connects the other end of the connecting shaft 132 to the first crank 131, simplifying the installation process. Furthermore, the detachable connection means that if either the connecting shaft 132 or the first crank 131 is damaged, only the damaged part needs to be replaced, rather than the entire shaft being replaced, thus saving material and processing costs.

[0075] It should be noted that there are multiple ways to achieve a detachable connection between the connecting shaft 132 and the first crank 131. For example, in one embodiment, the connecting shaft 132 and the first crank 131 can be fixed by screwing together with a bolt. In another embodiment, one end of the connecting shaft 132 and the first crank 131 are respectively machined into a flange shape, and the two are fixed together by bolts. In other embodiments, the connecting shaft 132 and the first crank 131 can be fixed by snap-fit ​​structure or pin connection. Specifically, the method of detachable connection between the connecting shaft 132 and the first crank 131 can be selected as needed. This application does not limit this.

[0076] In some embodiments, the portion of the central shaft 12 extending into the through hole 111 is fixedly connected to the sprocket connection portion 11. Thus, by fixing the central shaft 12 and the sprocket connection portion 11 together, the rigidity and stability of the overall structure of the crank assembly 10 can be significantly improved, reducing the risk of loosening or displacement due to vibration or other external factors.

[0077] It should be noted that there are multiple ways to achieve a fixed connection between the portion of the central shaft 12 extending into the through hole 111 and the sprocket connection portion 11. For example, in one embodiment, one of the portions of the central shaft 12 extending into the through hole 111 and the sprocket connection portion 11 is provided with an internal thread, and the other is provided with an external thread. The portion of the central shaft 12 extending into the through hole 111 and the sprocket connection portion 11 are fixedly connected by screwing the internal and external threads. In another embodiment, one of the portions of the central shaft 12 extending into the through hole 111 and the sprocket connection portion 11 may be provided with an internal thread. The crank assembly 10 also includes a threaded sleeve 91, with threads on both the inner and outer rings. The portion of the central shaft 12 extending into the through hole 111 and the sprocket connection portion 11 are threadedly connected by the threaded sleeve 91. In other embodiments, the portion of the central shaft 12 extending into the through hole 111 and the sprocket connection portion 11 may also be welded to fix it. Specifically, this application does not limit the specific manner in which the portion of the central shaft 12 extending into the through hole 111 is fixedly connected to the sprocket connection portion 11.

[0078] Reference Figure 2 and Figure 3 In some embodiments, the crank assembly 10 further includes a second crank portion 110, which is connected to the other end of the bottom bracket 12 and is used to connect to the pedal 20. Thus, by providing a first crank portion 13 and a second crank portion 110 at each end of the bottom bracket 12 and connecting them to the pedal 20 respectively, simultaneous dual-side drive can be achieved, improving the balance and efficiency of power input. This method results in a more even distribution of force, reducing mechanical wear caused by excessive load on one side. The combination of the first crank portion 13 and the second crank portion 110 provides the user with a natural and comfortable pedaling method. The user can drive the sprocket connection portion 11 by alternately applying force with both feet, which conforms to ergonomic principles, helps reduce fatigue, and improves the user experience.

[0079] It should be noted that the structure of the second crank portion 110 can be the same as or different from the structure of the first crank portion 13. Specifically, it can be set as needed, and this application does not limit it in this regard. When the structure of the second crank portion 110 is the same as the structure of the first crank portion 13, the connection method between the corresponding second crank portion 110 and the central shaft member 12 is the same as that of the first crank portion 13, and has the same effect. This application will not elaborate on these details here.

[0080] The following describes the operating principle of adjusting the first crank section 13 in conjunction with the drive assembly:

[0081] Reference Figure 1 , Figure 4 as well as Figure 5When it is necessary to rotate the first crank portion 13, simply pull the first crank portion 13 in the direction away from the sprocket connection portion 11. This will first unlock the first crank portion 13 from the sprocket connection portion 11. At the same time, pulling the first crank portion 13 will simultaneously pull the connecting shaft 132 to continuously compress the elastic element 19. When the elastic element 19 is fully compressed, the connecting shaft 132 is unlocked from one end of the central shaft 12. After completing the change of direction of the first crank portion 13, keep the first crank portion 13 and the second crank portion 110 parallel, remove the external force, and allow the first crank portion 13 to return to its original position and lock with the sprocket connection portion 11. Here, the elastic element 19 is designed to prevent the first crank portion 13 from easily separating and engaging with the sprocket connection portion 11. The pulling force must be greater than or equal to the maximum limit load of the elastic element 19 to unlock the first crank portion 13. The unlocking between the first crank portion 13 and the sprocket connection portion 11 makes it possible for the first crank portion 13 to change direction. Meanwhile, the first locking part 141 and the first mating part 142 ensure the stability and reliability of the first crank part 13 during normal use, avoiding safety hazards caused by improper unlocking between the first crank part 13 and the sprocket connection part 11. Furthermore, the locking between the connecting shaft 132 and the bottom bracket 12 ensures the accuracy and efficiency of power transmission. At the same time, unlocking between the connecting shaft 132 and the bottom bracket 12 facilitates maintenance or replacement of the bottom bracket 12 when needed, improving the applicability and flexibility of the crank assembly 10. The unlocking or locking between the first crank part 13 and the sprocket connection part 11, as well as between the connecting shaft 132 and the bottom bracket 12, not only makes changing the direction of the first crank part 13 more convenient but also greatly simplifies the overall structure, reducing unnecessary parts and complexity. This design not only improves the reliability and durability of the crank assembly 10 but also reduces manufacturing costs and maintenance difficulty, providing users with a superior user experience.

[0082] Furthermore, the crank assembly 10 fully considers the needs of users in actual operation. By optimizing the operation process and force, users can easily change the direction of the first crank part 13, improving work efficiency and operational comfort. At the same time, the crank assembly 10 also has high compatibility and adaptability, and can be widely used in different types of bicycles, electric bicycles, etc., meeting the needs and requirements of different users and scenarios.

[0083] According to the second aspect of this disclosure, the drive assembly includes a crank assembly 10 and a sprocket 30 as described above. The sprocket 30 is sleeved on the sprocket connection portion 11 and is fixedly connected to the sprocket connection portion 11. The structure of the crank assembly 10 is as described above. Since this drive assembly adopts all the technical solutions of all the above embodiments, it has at least the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0084] According to a third aspect of this application, a vehicle is provided that includes a drive assembly, the structure of which is as described above. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0085] The vehicle may be a bicycle, an electric bicycle, or an exercise bike, etc., and this disclosure does not specify any particular type.

[0086] In some embodiments, the vehicle further includes a frame 40 and two crank support portions 50. The drive assembly is mounted on the frame 40. The two crank support portions 50 are respectively disposed corresponding to the first crank portion 13 and the second crank portion 110. Each crank support portion 50 can be movably mounted on the frame 40 between an extended position and a retracted position. When the crank support portion 50 is in the extended position, it supports the first crank portion 13 or the second crank portion 110, preventing the first crank portion 13 or the second crank portion 110 from wobbling and improving the user experience of pedaling 20. When the crank support portion 50 is in the retracted position, it avoids the first crank portion 13 or the second crank portion 110, allowing the user to drive the first crank portion 13 and the second crank portion 110 to rotate via the pedal 20, thereby propelling the vehicle.

[0087] The following describes the installation of the crank assembly 10 onto the frame 40 using embodiments of this application:

[0088] First, a pedal 20 and a second crank portion 110 are fixedly connected together using a first connector. The first cup arm 71 is locked to the right side of the frame 40. Then, the bottom bracket 12 is installed on the frame 40, and the second cup arm 72 is locked to the left side of the frame 40. Next, the second crank portion 110, with the other pedal 20 installed, is connected to the other end of the left side of the bottom bracket 12 using a first bolt 81. Then, a threaded sleeve 91 is fixed to one end of the bottom bracket 12, and a bushing 92 is fitted on. The sprocket connection portion 11 and the sprocket 30 are then connected via the threads of the sprocket connection portion 11. A pedal 20 and a first crank portion 13 are connected together using a second connector. Then, the connecting shaft 132 is passed sequentially through the elastic member 19, the sprocket 30, and the sprocket connection portion 11. After locking the first crank portion 13 and the pedal 20 assembly and the sprocket connection portion 11, the connecting shaft 132 and the first crank 131 are locked together using a second bolt 82 to form the assembly. Then connect the assembly to the threaded sleeve 91. At this point, the installation of the device components is complete.

[0089] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0090] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0091] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0092] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A crank assembly, characterized in that, include: A sprocket connection part is used to connect to a sprocket, and the sprocket connection part is provided with a through hole; A central shaft component is installed on the sprocket connection part, with one end of the central shaft component inserted into the through hole; A first crank portion is used to connect to a pedal, and the first crank portion is movably connected to the sprocket connection portion so that the first crank portion can move between a locked position and an unlocked position. In the locked position, the first crank portion is simultaneously locked to one end of the sprocket connection portion and the bottom bracket, so that the first crank portion, the sprocket connection portion, and the bottom bracket are adapted to rotate synchronously. In the unlocked position, the first crank portion is adapted to simultaneously unlock to one end of the sprocket connection portion and the bottom bracket, so that the first crank portion is adapted to rotate relative to the sprocket connection portion and the bottom bracket.

2. The crank assembly according to claim 1, characterized in that, The first crank portion includes a first crank and a connecting shaft connected to the first crank. The first crank is used to connect to the pedal, and one end of the connecting shaft is located in the through hole. In the locked position, the first crank is adapted to lock into the sprocket connection portion, and one end of the connecting shaft is adapted to lock into one end of the central shaft. In the unlocked position, the first crank is adapted to unlock into the sprocket connection portion, and one end of the connecting shaft is adapted to unlock into one end of the central shaft.

3. The crank assembly according to claim 1, characterized in that, The sprocket connection part is provided with a first locking part; The first crank section is provided with a first mating part; In the locked position, the first locking part and the first mating part are locked together.

4. The crank assembly according to claim 3, characterized in that, One of the first locking portion and the first mating portion includes a first groove, and the other includes a first protrusion.

5. The crank assembly according to claim 4, characterized in that, Multiple first protrusions and multiple first grooves are provided, and the multiple first protrusions and multiple first grooves are arranged at intervals along the circumference of the through hole.

6. The crank assembly according to claim 1, characterized in that, The first crank section is provided with a second locking part; The central shaft component is provided with a second mating part; In the locked position, the second locking part and the second mating part are locked together.

7. The crank assembly according to claim 6, characterized in that, One of the second locking portion and the second mating portion includes a second groove, and the other includes a second protrusion.

8. The crank assembly according to claim 7, characterized in that, The second protrusion is provided on the first crank portion, and the second protrusion has a guide slope, which is inclined toward the axis of the through hole along the direction from the unlock position to the lock position.

9. The crank assembly according to any one of claims 2 to 8, characterized in that, The inner wall of the through hole is provided with a first limiting platform; The side wall of the connecting shaft is provided with a second limiting platform. The second limiting platform is located inside the through hole and on the side of the first limiting platform facing the central shaft. The second limiting platform is adapted to abut against the first limiting platform.

10. The crank assembly according to claim 9, characterized in that, It also includes an elastic element, which is fitted onto the connecting shaft and clamped between the first limiting platform and the second limiting platform, and the elastic element is used to keep the first crank portion in the locked position.

11. The crank assembly according to claim 9, characterized in that, The connecting shaft and the first crank are detachably connected.

12. The crank assembly according to any one of claims 2 to 8, characterized in that, The portion of the central shaft that extends into the through hole is fixedly connected to the sprocket connection portion.

13. The crank assembly according to any one of claims 1 to 8, characterized in that, It also includes a second crank portion, which is connected to the other end of the central shaft member, and the second crank portion is used to connect to the pedal.

14. A drive assembly, characterized in that, include: The crank assembly as claimed in any one of claims 1 to 13; The sprocket is fitted onto the sprocket connection portion and is fixedly connected to the sprocket connection portion.

15. A vehicle, characterized in that, Includes the drive assembly as described in claim 14.

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