Electric motorcycle motor and electric motorcycle moped

Abstract

The utility model discloses an electric motorcycle motor and electric motorcycle power-assisted cycle, including drive main body, drive main body includes motor body and transmission connection decelerator of motor body, and decelerator includes casing, output shaft, sealed mounting block, axial adjusting subassembly and locking piece, and the inside of casing is provided with deceleration subassembly, and deceleration subassembly includes at least one driven wheel, the one end of output shaft is connected driven wheel, and the other end stretches out casing outside and is used for installing transmission engagement component, sealed mounting block is set on output shaft, and axial adjusting subassembly includes at least one axial adjusting block, and axial adjusting block abuts on the side of transmission engagement component along output shaft axial direction, and the axial extension length and quantity of axial adjusting block are adjustable, to change transmission engagement component's axial installation position on output shaft, locking piece is fixedly connected with output shaft and abuts on the side of transmission engagement component away from axial adjusting block. The utility model can solve the poor technical problem of the adaptability of the existing electric motorcycle motor.

Description

Technical Field

[0001] This utility model relates to the field of electric motorcycle assist vehicle technology, and in particular to an electric motorcycle motor and an electric motorcycle assist vehicle. Background Technology

[0002] With the rapid development of the electric motorcycle industry in recent years, the demand for electric motorcycles has been increasing both domestically and internationally. Electric motorcycles include a frame and an electric motor mounted on the frame. The electric motor is generally connected to the rear wheel via a chain to transmit power.

[0003] During the production process, the axial length of the electric motorcycle motor frame is fixed. The axial length of the electric motorcycle motor needs to be adjusted according to the frame length to ensure effective and precise positioning and transmission connection with the chain. The output shaft can be fitted with various assembly structures such as spur teeth or straight teeth to accommodate meshing structures such as chainrings and pulleys. However, it is important to note that the fixed installation positions of the meshing structures are pre-designed and unchanging. Therefore, one model of electric motorcycle motor is only suitable for one frame model, resulting in poor compatibility. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides an electric motorcycle motor and an electric motorcycle assist vehicle, solving the technical problem of poor adaptability of existing electric motorcycle motors.

[0005] This utility model is achieved through the following technical solution:

[0006] An electric motorcycle motor includes a drive unit, the drive unit comprising a motor body and a reducer connected to the motor body for transmission, the reducer comprising:

[0007] A housing, wherein a speed reduction assembly is disposed inside the housing, and the speed reduction assembly includes at least one driven wheel;

[0008] An output shaft, one end of which is connected to the driven wheel, and the other end extends out of the housing and is used to install transmission meshing components;

[0009] A sealing mounting block, which is sleeved on the output shaft;

[0010] An axial adjustment assembly includes at least one axial adjustment block. The axial adjustment block and the sealing mounting block are arranged sequentially along the axial direction of the output shaft, and the axial adjustment block is located on the side of the sealing mounting block opposite to the driven wheel. The axial adjustment block abuts against one side of the transmission engagement component along the axial direction of the output shaft. The axial extension length and number of the axial adjustment blocks are adjustable to change the axial mounting position of the transmission engagement component on the output shaft.

[0011] A locking element is fixedly connected to the output shaft and abuts against the side of the transmission engagement component opposite to the axial adjustment block.

[0012] Furthermore, the reducer also includes at least one bearing, the output shaft is mounted on the housing via the bearing, and the side of the axial adjusting block opposite to the transmission meshing component abuts against the bearing;

[0013] The number of bearings is at least two, and the two bearings are arranged on opposite sides of the driven wheel along the axial direction of the output shaft. The output shaft is mounted on the housing via the two bearings.

[0014] Furthermore, one side of the sealing mounting block abuts against the axial adjusting block, and the other side abuts against the bearing.

[0015] Furthermore, the reducer also includes a sliding seal, which is sealed between the outer peripheral surface of the sealing mounting block and the housing to seal and isolate the internal space of the housing from the outside.

[0016] Furthermore, the projection of the sealing mounting block outward along the radial direction of the sealing mounting block covers the sliding seal.

[0017] Furthermore, the ratio of the axial length of the sealing mounting block to the axial thickness of the sliding seal is greater than 1.1.

[0018] Furthermore, the reducer also includes a sealing ring, which is sealed between the axial end face of the sealing mounting block and the bearing.

[0019] Furthermore, the sealing mounting block and the output shaft are fitted with a clearance.

[0020] Furthermore, the sealing mounting block and the axial adjusting block are engaged by a first mating part, the first mating part including a first protrusion or a first groove formed on the axial adjusting block and a first groove or a first protrusion formed on the sealing mounting block, the first protrusion and the first groove engaging with each other to limit the relative position of the sealing mounting block and the axial adjusting block in the circumferential direction.

[0021] Furthermore, the transmission engagement component and the axial adjustment block are engaged by a second mating part, the second mating part including a second protrusion or a second groove formed on the transmission engagement component and a second groove or a second protrusion formed on the axial adjustment block, the second protrusion and the second groove engaging with each other to limit the relative position of the transmission engagement component and the axial adjustment block in the circumferential direction.

[0022] Furthermore, a first spline is formed in the circumferential direction of the output shaft, and a second spline is formed on the transmission engagement component to mate with the first spline. The first spline and the second spline extend along the axial direction of the output shaft.

[0023] Furthermore, the axial adjustment block is clearance-fitted with the output shaft or connected via a third mating part. The third mating part includes a third protrusion or a third groove formed on the axial adjustment block and a third groove and a third protrusion formed on the outer circumferential surface of the output shaft. The third protrusion and the third groove are mated to each other, and the groove extends along the axial direction of the output shaft to the end of the axial adjustment block or the output shaft.

[0024] Furthermore, the axial adjusting block has a first annular contact surface on the side facing the transmission engagement component, and a second annular contact surface on the side away from the transmission engagement component. The radial thickness d1 of the first contact surface is greater than the radial thickness d1 of the second contact surface.

[0025] Furthermore, the outer peripheral surface of the axial adjusting block is provided with an outer edge portion, and in the axial direction of the output shaft, the distance L between the outer edge portion and the sliding seal is 1-2 mm.

[0026] Furthermore, the reducer also includes a limiting baffle, which abuts against the locking member on one side and against the transmission engagement member on the other side in the axial direction of the output shaft.

[0027] Furthermore, the limiting baffle includes a baffle body and an extension formed by the baffle body extending radially outward and inclined toward the transmission engagement member. The baffle body abuts against the locking member, and the extension abuts against the transmission engagement member.

[0028] Furthermore, the inclination angle α of the extension portion is 13-18°, and after the extension portion abuts against the transmission engagement component, it tilts 2-5° toward the direction away from the transmission engagement component under the pressure applied by the locking member.

[0029] Furthermore, the locking member is threadedly connected to the output shaft, and the locking member abuts against the limiting stop plate.

[0030] Furthermore, the output shaft has a threaded hole on its end face, and the locking member is integrally formed and includes a screw part and a nut part that are connected to each other. The screw part is threadedly connected to the threaded hole, and the nut part abuts against the limiting stop.

[0031] Furthermore, the output shaft and the driven wheel are integrally formed.

[0032] Furthermore, the deceleration assembly also includes a driving wheel that meshes with the driven wheel, and the motor body includes a rotating shaft that is coaxially and fixedly connected to the driving wheel.

[0033] Furthermore, in the axial direction of the shaft, a third spline and a first smooth surface are sequentially formed on the outer circumferential surface of the shaft, and a fourth spline that mates with the third spline and a second smooth surface that mates with the first smooth surface are formed on the inner ring of the drive wheel.

[0034] Furthermore, the axial adjustment block is located outside the housing along the axial direction of the output shaft.

[0035] Furthermore, the projection of the radial end face of the axial adjusting block onto the axial direction of the output shaft falls within the sliding seal.

[0036] An electric motorcycle includes a frame and an electric motor as described above, mounted on the frame.

[0037] Compared with existing technologies, the advantages of this utility model are:

[0038] 1. Through the coordinated action of axial adjusting blocks and locking components located on both sides of the transmission meshing component, the axial positioning and locking of the transmission meshing component are achieved, ensuring transmission stability, avoiding poor meshing caused by axial movement of the transmission meshing component, improving overall transmission efficiency and durability. Furthermore, the axial extension length and number of axial adjusting blocks can be adjusted to change the axial installation position of the transmission meshing component on the output shaft, thereby adapting to different frame structures and size requirements, and improving the installation flexibility and adaptability of electric motorcycle motors.

[0039] 2. By setting a sealing mounting block, the sliding seal is sealed between the outer circumference of the sealing mounting block and the housing. On one hand, the sealing mounting block, in conjunction with the axial adjusting block, provides axial restraint for the transmission meshing components. On the other hand, since the output shaft has a first spline, when adapting to a smaller axial dimension requirement for the frame while keeping the electric motorcycle motor's efficiency unchanged, the length of the output shaft extending outside the housing needs to be reduced. With the chainring size unchanged, the first spline must extend inward, potentially reaching the sliding seal, which could lead to seal failure and oil leakage from the housing. The sealing mounting block also ensures the sealing performance of the sliding seal. Furthermore, relative rotation occurs between the sealing mounting block and the sliding seal. When the output shaft rotates at high speed, if the sliding seal directly engages with the output shaft, and the frictional heat between the sliding seal and the output shaft is determined by the roughness of the outer circumferential surface of the output shaft, the roughness requirement is high. In addition, considering the requirement of process continuity, the machining area of ​​the outer circumferential surface of the output shaft is much larger than that of the sealing mounting block. Therefore, compared with the prior art, this application only needs to ensure the roughness of the outer circumferential surface of the sealing mounting block. The machining area is small, the cost is low, and it is easy to replace, thus ensuring the maintainability of the product. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the overall structure of an electric motorcycle motor.

[0041] Figure 2 This is a cross-sectional view of the electric motor of an electric motorcycle.

[0042] Figure 3 This is a partial structural diagram of an electric motorcycle motor.

[0043] Figure 4 This is a partial structural cross-sectional view of the speed reducer;

[0044] Figure 5 This is a schematic diagram of the drive wheel and shaft.

[0045] Figure 6 This is an exploded view of part of the reducer structure;

[0046] Figure 7 This is a partial structural cross-sectional view of the speed reducer;

[0047] Figure 8 This is a cross-sectional view of the axial adjustment block;

[0048] Figure 9 This is a cross-sectional view of the limit stop.

[0049] 100. Motor body; 110. Shaft; 111. Third spline; 112. First smooth surface; 120. Housing; 130. Stator; 140. Rotor; 150. Support bearing; 200. Reducer; 210. Housing; 211. Bearing chamber; 220. Reduction assembly; 221. Driven wheel; 222. Driving wheel; 223. Fourth spline; 224. Second smooth surface; 230. Output shaft; 231. First spline; 232. Thread 240. Hole; 241. Axial adjusting block; 242. First contact surface; 243. Second contact surface; 244. Outer edge; 250. Bearing; 260. Sealing mounting block; 261. Annular groove; 270. Sliding seal; 271. Sealing ring; 280. Locking element; 281. Screw part; 282. Nut part; 290. Limiting baffle; 291. Baffle body; 292. Extension part; 300. Transmission meshing component; 310. Second spline. Detailed Implementation

[0050] The following detailed, non-limiting description of the utility model's technical solution, in conjunction with preferred embodiments and accompanying drawings, is provided. In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. Furthermore, 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 indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0051] like Figure 1 As shown, an embodiment of the present invention provides an electric motorcycle motor, which includes a drive body. The drive body includes a motor body 100, a reducer 200 that is connected to the motor body 100 in a transmission manner, and a transmission engagement component 300. The reducer 200 is used to convert the high-speed rotation of the motor body 100 into a low-speed, high-torque output and output it to the transmission engagement component 300. The transmission engagement component 300 can be a chain, pulley, or other structure.

[0052] like Figure 2As shown, the motor body 100 includes a housing 120, a stator 130, a rotor 140, and a shaft 110 extending in a left-right direction. Bearings 150 are provided on opposite sides of the rotor 140. The shaft 110 is supported within the housing 120 by the support bearings 150 to ensure effective rotation. The rotor 140 is sleeved on the shaft 110 and fixed relative to it to ensure synchronous rotation of the rotor 140 and the shaft 110. The stator 130 is fixed to the housing 120 and has a clearance fit around the rotor 140. The reducer 200 engages with the connecting structure on the shaft 110 via gears to transmit power. In this embodiment, a pair of support bearings 150 are provided, and the pair of support bearings 150 are located at opposite axial ends of the rotor 140.

[0053] like Figure 3 and Figure 4 As shown, the reducer 200 includes a housing 210, a reduction assembly 220 disposed inside the housing 210, an output shaft 230, and at least one bearing 250. The reduction assembly 220 includes at least one driven wheel 221 and a driving wheel 222 meshing with the driven wheel 221. The output shaft 230 is mounted on the housing 210 via the bearing 250, with one end of the output shaft 230 connected to the driven wheel 221 and the other end extending out of the housing 210 for mounting the transmission meshing component 300. The driving wheel 222 is coaxially and fixedly connected to the rotating shaft 110, and the output shaft 231 is coaxially and fixedly connected to the driven wheel 221. Preferably, the driving wheel 222 and the rotating shaft 110 are integrally formed, and the output shaft 231 and the driven wheel 221 are integrally formed to improve structural strength, reduce the number of parts and installation steps, and lower manufacturing difficulty and cost.

[0054] like Figure 5 As shown, in the axial direction of the shaft 110, a third spline 111 and a first smooth surface 112 are sequentially formed on the outer circumferential surface of the shaft 110. A fourth spline 223 that mates with the third spline 111 and a second smooth surface 224 that mates with the first smooth surface 112 are formed on the inner ring of the drive wheel 222. In this embodiment, the drive wheel 222 and the shaft 110 are meshed together via spline engagement. Furthermore, it is noteworthy that the first smooth surface 112 is located on the side of the third spline 111 away from the end face of the shaft 110. After the third spline 111 and the fourth spline 223 achieve a clearance fit, a fine fit between the first smooth surface 112 and the second smooth surface 224 ensures a high degree of concentricity between the drive wheel 222 and the shaft 110. Specifically, the drive wheel 222 and the rotating shaft 110 are also connected by a smooth surface with mutual clearance. The smooth surface is processed by turning, CNC and other processes, and the precision is much higher than that of key-to-key fit. This can effectively improve the high concentricity between the drive wheel 222 and the rotating shaft 110, so that the drive wheel 222 can maintain stable power output when rotating at high speed.

[0055] In this embodiment, reference Figure 4 A pair of bearings 250 are provided and are respectively located on both sides of the driven wheel 221. A bearing chamber 211 for mounting the bearings 250 is formed inside the housing 210 at the position corresponding to the bearings 250. The support shaft of the driven wheel 221 itself is rotatably mounted in the cavity of the housing 210 through the pair of bearings 250 to support the rotation of the driven wheel 221.

[0056] like Figure 4 As shown, the reducer 200 also includes a sealing mounting block 260, an axial adjustment assembly, and a locking member 280. The sealing mounting block 260 is sleeved on the output shaft 230. The axial adjustment assembly includes at least one axial adjustment block 240, which is also sleeved on the output shaft 230. Specifically, the axial adjustment block 240 and the sealing mounting block 260 are arranged sequentially along the axial direction of the output shaft 230, and the axial adjustment block 240 is located on the side of the sealing mounting block 260 away from the driven wheel 221. For ease of understanding, the axial adjustment block 240 is located to the left of the sealing mounting block 260, and the axial adjustment block 240 abuts against the sealing mounting block 260, so that the axial rightward movement tendency of the axial adjustment block 240 is limited. The axial adjusting block 240 abuts against one side of the transmission engagement component 300 along the axial direction of the output shaft 230. The side of the axial adjusting block 240 opposite to the transmission engagement component 300 abuts against the bearing 250 via the sealing mounting block 260, thereby limiting the axial rightward movement tendency of the transmission engagement component 300. The locking member 280 is fixedly connected to the output shaft 230 and abuts against the side of the transmission engagement component 300 opposite to the axial adjusting block 240, aiming to limit the axial leftward movement tendency of the transmission engagement component 300. Through the coordinated action of the axial adjusting blocks 240 and the locking member 280 located on both sides of the transmission engagement component 300, the axial positioning and locking of the transmission engagement component 300 are achieved, ensuring transmission stability, avoiding poor meshing caused by axial movement of the transmission engagement component 300, and improving overall transmission efficiency and durability. The axial extension length and number of the axial adjustment block 240 can be adjusted to change the axial installation position of the transmission meshing component 300 on the output shaft 230, thereby adapting to different frame structures and size requirements and improving the installation flexibility and adaptability of the electric motorcycle motor.

[0057] Preferably, at least two bearings 250 are provided, and the two bearings 250 are arranged on opposite sides of the driven wheel 221 along the axial direction of the output shaft 230. The output shaft 230 is mounted on the housing 210 through the two bearings 250.

[0058] Preferably, the axial adjustment block 240 is located outside the housing 210 along the axial direction of the output shaft 230. This is to facilitate the installation and removal of the axial adjustment block 240, so that when adjusting the axial position of the transmission meshing component 300, it is not necessary to disassemble the internal components of the entire reducer 200, thereby improving operating efficiency and reducing operating difficulty.

[0059] like Figure 6 As shown, a first spline 231 is formed in the circumferential direction of the output shaft 230, and a second spline 310 that mates with the first spline 231 is formed on the transmission engagement component 300.

[0060] like Figure 4 As shown, the reducer 200 also includes a sealing mounting block 260 and a sliding seal 270. The sealing mounting block 260 is sleeved on the output shaft 230, and one side of the sealing mounting block 260 abuts against the axial adjusting block 240, while the other side abuts against the bearing 250. The sliding seal 270 is sealed between the outer peripheral surface of the sealing mounting block 260 and the housing 210 to seal and isolate the internal space of the housing 210 from the outside. By setting the sealing mounting block 260, on the one hand, the sealing mounting block 260, together with the axial adjusting block 240, plays an axial limiting role for the transmission meshing component 300. On the other hand, since the output shaft 230 has a first spline 231, when the axial dimension of the frame needs to be increased compared to the standard frame while the electric motorcycle motor efficiency remains unchanged, the length of the output shaft 230 extending outside the housing 210 will decrease. When the crankset mounting position remains unchanged, the relative position of the first spline 231 compared to the standard frame must extend inward, thus creating the first spline 231. The relative position of 31 partially overlaps with the sliding seal 270, which further leads to the sealing failure of the sliding seal 270, causing oil leakage in the housing 210. The entire reducer 200 does not meet the requirements. Therefore, in this embodiment, by setting the sealing mounting block 260, the sliding seal 270 can be directly installed between the outer peripheral surface of the sealing mounting block 260 and the housing 210, ensuring the sealing performance of the sliding seal 270. There is no need to consider the axial extension length of the first spline 231, which meets the requirements of adapting to multiple frame sizes and has strong adaptability.

[0061] Furthermore, in this embodiment, both the axial adjusting block 240 and the sealing mounting block 260 are clearance-fitted with the output shaft 230. However, due to the axial abutment between the axial adjusting block 240, the sealing mounting block 260, and the transmission meshing component 300, the axial adjusting block 240 and the sealing mounting block 260 will rotate synchronously with the output shaft 230. It is worth noting that relative rotation will occur between the sealing mounting block 260 and the sliding seal 270. When the output shaft 230 rotates at high speed, if the sliding seal 270 directly engages with the output shaft 230, and the frictional heat between the sliding seal 270 and the output shaft 230 is determined by the roughness of the outer peripheral surface of the output shaft 230, the roughness requirement is high. In addition, considering the requirement of process continuity, the machining area of ​​the outer peripheral surface of the output shaft 230 is much larger than that of the sealing mounting block 260. Therefore, there is no advantage in terms of machining cost and difficulty. Compared with the prior art, this application only needs to ensure the roughness of the outer peripheral surface of the sealing mounting block 260. The machining area is small, the cost is low, and it is easy to replace, ensuring the maintainability of the product.

[0062] In order to effectively install the sliding seal 270, in this embodiment, the projection of the sealing mounting block 260 outward along the radial direction of the sealing mounting block 260 covers the sliding seal 270, ensuring that the entire sliding seal 270 is located on the outer peripheral surface of the sealing mounting block 260. Furthermore, the ratio of the axial length of the sealing mounting block 260 to the axial thickness of the sliding seal 270 is greater than 1.1.

[0063] In addition, to further improve the sealing performance at the sealing mounting block 260, refer to Figure 7 The reducer 200 also includes a sealing ring 271, which is sealed between the axial end face of the sealing mounting block 260 and the bearing 250. Furthermore, the sealing mounting block 260 has an annular groove 261 for accommodating the sealing ring 271, ensuring that the sealing ring 271 fits tightly, effectively preventing oil leakage, simplifying the assembly process, and improving the overall sealing effect.

[0064] like Figure 8 As shown, the axial adjusting block 240 has a first contact surface 241 in the shape of an annulus on the side facing the transmission meshing component 300, and a second contact surface 242 in the shape of an annulus on the side facing away from the transmission meshing component 300. The radial thickness d1 of the first contact surface 241 is greater than the radial thickness d1 of the second contact surface 242, ensuring that the area of ​​the first contact surface 241 is larger, thereby increasing the friction between the first contact surface 241 of the axial adjusting block 240 and the transmission meshing component 300, so that the installation stability of the transmission meshing component 300 can be guaranteed after contact.

[0065] like Figure 7As shown, the projection of the radial end face of the axial adjusting block 240 onto the axial direction of the output shaft 230 falls within the sliding seal 270. An outer edge portion 243 protrudes from the outer circumferential surface of the axial adjusting block 240. In the axial direction of the output shaft 230, the distance L between the outer edge portion 243 and the sliding seal 270 is 1-2 mm, effectively preventing larger impurities such as particles from contacting the sliding seal 270. This results in a cleaner environment for the relative sliding of the sliding seal 270 relative to the sealing mounting block 260, preventing impurities from entering and damaging the seal.

[0066] In another embodiment of this utility model, the axial adjusting block 240 and the output shaft 230 are either clearance-fitted or connected via a third mating part. The third mating part includes a third protrusion or a third groove formed on the axial adjusting block 240, and a third groove and a third protrusion formed on the outer circumferential surface of the output shaft 230. The third protrusion and the third groove engage with each other, and the groove extends axially along the output shaft 230 to the end of the axial adjusting block 240 or the output shaft 230. The axial adjusting block 240 and the output shaft 230 achieve precise docking via the third mating part, thereby achieving relative positioning of the two in the radial and circumferential directions, and thus ensuring synchronization during high-speed rotation.

[0067] In another embodiment of this utility model, the sealing mounting block 260 and the axial adjusting block 240 are engaged by a first mating part. The first mating part includes a first protrusion or a first groove formed on the axial adjusting block 240 and a first groove or a first protrusion formed on the sealing mounting block 260. The first protrusion and the first groove engage with each other to limit the relative position of the sealing mounting block 260 and the axial adjusting block 240 in the circumferential direction. The precise engagement of the sealing mounting block 260 and the axial adjusting block 240 by the first mating part further enhances the connection stability between them.

[0068] In another embodiment of this utility model, the transmission engagement component 300 and the axial adjusting block 240 are engaged by a second mating part. The second mating part includes a second protrusion or a second groove formed on the transmission engagement component 300 and a second groove or a second protrusion formed on the axial adjusting block 240. The second protrusion and the second groove engage with each other to limit the relative position of the transmission engagement component 300 and the axial adjusting block 240 in the circumferential direction. The precise engagement between the transmission engagement component 300 and the axial adjusting block 240 by the second mating part further enhances the connection stability between the two.

[0069] like Figure 7As shown, the reducer 200 also includes a limiting baffle 290. In the axial direction of the output shaft 230, one side of the limiting baffle 290 abuts against the locking member 280, and the other side abuts against the transmission engagement member 300. The limiting baffle 290 undergoes a slight deformation during the locking process, which can adaptively adjust in the axial direction to ensure uniform pressure distribution between the locking member 280 and the transmission engagement member 300, preventing axial displacement of the components due to overload or vibration, and further improving the overall stability and service life of the reducer 200.

[0070] like Figure 9 As shown, the limiting baffle 290 includes a baffle body 291 and an extension 292 formed by the baffle body 291 extending radially outward and inclined towards the transmission engagement component 300. The baffle body 291 abuts against the locking member 280, and the extension 292 abuts against the transmission engagement component 300. Preferably, the inclination angle α of the extension 292 is 13-18°. After the extension 292 abuts against the transmission engagement component 300, it is inclined 2-5° away from the transmission engagement component 300 under the pressure applied by the locking member 280. The inclined design of the extension 292 effectively compensates for machining errors, ensuring precise fit and effective abutment between the transmission engagement component 300 and the locking member 280, and improving the stability and durability of the overall structure. At the same time, ensuring that the inclination angle α is within the range of 13-18° further ensures good contact effect and extends the service life of the component.

[0071] like Figure 4 As shown, the locking member 280 is threadedly connected to the output shaft 230, and the locking member 280 abuts against the limiting plate 290. Furthermore, the end face of the output shaft 230 has a threaded hole 232. The locking member 280 is integrally formed and includes a screw portion 281 and a nut portion 282 connected to each other. The screw portion 281 is threadedly connected to the threaded hole 232, and the nut portion 282 abuts against the limiting plate 290. Alternatively, the locking member 280 can also adopt a nut structure, with the nut threadedly connected to the outer circumferential surface of the output shaft 230, thereby pressing the limiting plate 290 onto the output shaft 230, thus achieving tight contact between the limiting plate 290 and the transmission engagement component 300.

[0072] This utility model also provides an electric motorcycle, including a frame and an electric motor mounted on the frame.

[0073] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. An electric motorcycle motor, comprising a drive body, the drive body including a motor body (100) and a reducer (200) transmissionally connected to the motor body (100), characterized in that, The reducer (200) includes: The housing (210) has a speed reduction assembly (220) inside, and the speed reduction assembly (220) includes at least one driven wheel (221). Output shaft (230), one end of which is connected to the driven wheel (221), and the other end extends out of the housing (210) and is used to install the transmission engagement component (300). A sealing mounting block (260) is sleeved on the output shaft (230); An axial adjustment assembly includes at least one axial adjustment block (240). The axial adjustment block (240) and the sealing mounting block (260) are arranged sequentially along the axial direction of the output shaft (230), and the axial adjustment block (240) is located on the side of the sealing mounting block (260) away from the driven wheel (221). The axial adjustment block (240) abuts against one side of the transmission engagement component (300) along the axial direction of the output shaft (230). The axial extension length and number of the axial adjustment blocks (240) are adjustable to change the axial mounting position of the transmission engagement component (300) on the output shaft (230). A locking member (280) is fixedly connected to the output shaft (230) and abuts against the side of the transmission engagement component (300) away from the axial adjustment block (240).

2. The electric motorcycle motor according to claim 1, characterized in that, The reducer (200) also includes at least one bearing (250), the output shaft (230) is mounted on the housing (210) via the bearing (250), and the axial adjustment block (240) abuts against the bearing (250) on the side opposite to the transmission engagement component (300). The number of bearings (250) is at least two, and the two bearings (250) are arranged on opposite sides of the driven wheel (221) along the axial direction of the output shaft (230). The output shaft (230) is mounted on the housing (210) by the two bearings (250).

3. The electric motorcycle motor according to claim 2, characterized in that, One side of the sealing mounting block (260) abuts against the axial adjusting block (240), and the other side abuts against the bearing (250).

4. The electric motorcycle motor according to claim 3, characterized in that, The reducer (200) also includes a sliding seal (270), which is sealed between the outer peripheral surface of the sealing mounting block (260) and the housing (210) to seal and isolate the internal space of the housing (210) from the outside.

5. The electric motorcycle motor according to claim 4, characterized in that, The projection of the sealing mounting block (260) outward along the radial direction of the sealing mounting block (260) covers the sliding seal (270).

6. The electric motorcycle motor according to claim 5, characterized in that, The ratio of the axial length of the sealing mounting block (260) to the axial thickness of the sliding seal (270) is greater than 1.

1.

7. The electric motorcycle motor according to claim 3, characterized in that, The reducer (200) also includes a sealing ring (271), which is sealed between the axial end face of the sealing mounting block (260) and the bearing (250).

8. The electric motorcycle motor according to claim 3, characterized in that, The sealing mounting block (260) and the output shaft (230) are fitted with a clearance.

9. The electric motorcycle motor according to claim 3, characterized in that, The sealing mounting block (260) and the axial adjusting block (240) are engaged by a first mating part, the first mating part including a first protrusion or a first groove formed on the axial adjusting block (240) and a first groove or a first protrusion formed on the sealing mounting block (260). The first protrusion and the first groove engage with each other to limit the relative position of the sealing mounting block (260) and the axial adjusting block (240) in the circumferential direction.

10. The electric motorcycle motor according to claim 1, characterized in that, The transmission engagement component (300) and the axial adjustment block (240) are engaged by a second mating part, the second mating part including a second protrusion or a second groove formed on the transmission engagement component (300) and a second groove or a second protrusion formed on the axial adjustment block (240). The second protrusion and the second groove engage with each other to limit the relative position of the transmission engagement component (300) and the axial adjustment block (240) in the circumferential direction.

11. The electric motorcycle motor according to claim 1, characterized in that, A first spline (231) is formed in the circumferential direction of the output shaft (230), and a second spline (310) is formed on the transmission engagement component (300) to mate with the first spline (231). The first spline (231) and the second spline (310) extend along the axial direction of the output shaft (230).

12. The electric motorcycle motor according to claim 1, characterized in that, The axial adjustment block (240) is clearance-fitted with the output shaft (230) or connected via a third mating part. The third mating part includes a third protrusion or a third groove formed on the axial adjustment block (240) and a third groove and a third protrusion formed on the outer peripheral surface of the output shaft (230). The third protrusion and the third groove are mated to each other. The groove extends along the axial direction of the output shaft (230) to the end of the axial adjustment block (240) or the output shaft (230).

13. The electric motorcycle motor according to claim 1, characterized in that, The axial adjusting block (240) has a first contact surface (241) in the shape of an annulus on the side facing the transmission engagement component (300), and a second contact surface (242) in the shape of an annulus on the side of the axial adjusting block (240) away from the transmission engagement component (300). The radial thickness d1 of the first contact surface (241) is greater than the radial thickness d1 of the second contact surface (242).

14. The electric motorcycle motor according to claim 4, characterized in that, The axial adjusting block (240) has an outer edge portion (243) protruding on its outer peripheral surface. In the axial direction of the output shaft (230), the distance L between the outer edge portion (243) and the sliding seal (270) is 1-2 mm.

15. The electric motorcycle motor according to claim 1, characterized in that, The reducer (200) also includes a limiting baffle (290), which abuts against the locking member (280) on one side and against the transmission engagement member (300) on the other side in the axial direction of the output shaft (230).

16. The electric motorcycle motor according to claim 15, characterized in that, The limiting baffle (290) includes a baffle body (291) and an extension (292) formed by the baffle body (291) extending radially outward and inclined toward the transmission engagement member (300). The baffle body (291) abuts against the locking member (280), and the extension (292) abuts against the transmission engagement member (300).

17. The electric motorcycle motor according to claim 16, characterized in that, The inclination angle a of the extension (292) is 13-18°. After the extension (292) abuts against the transmission engagement component (300), it tilts 2-5° toward the direction away from the transmission engagement component (300) under the pressure applied by the locking member (280).

18. The electric motorcycle motor according to claim 15, characterized in that, The locking member (280) is threadedly connected to the output shaft (230), and the locking member (280) abuts against the limiting stop (290).

19. The electric motorcycle motor according to claim 18, characterized in that, The output shaft (230) has a threaded hole (232) on its end face. The locking member (280) is integrally formed and includes a screw part (281) and a nut part (282) connected to each other. The screw part (281) is threadedly connected to the threaded hole (232), and the nut part (282) abuts against the limiting plate (290).

20. The electric motorcycle motor according to claim 1, characterized in that, The output shaft (230) and the driven wheel (221) are integrally formed.

21. The electric motorcycle motor according to claim 1, characterized in that, The reduction assembly (220) also includes a drive wheel (222) that meshes with the driven wheel (221), and the motor body (100) includes a shaft (110) that is coaxially and fixedly connected to the drive wheel (222).

22. The electric motorcycle motor according to claim 21, characterized in that, In the axial direction of the shaft (110), a third spline (111) and a first smooth surface (112) are formed sequentially on the outer circumferential surface of the shaft (110), and a fourth spline (223) that mates with the third spline (111) and a second smooth surface (224) that mates with the first smooth surface (112) are formed on the inner ring of the drive wheel (222).

23. The electric motorcycle motor according to claim 4, characterized in that, The axial adjustment block (240) is located outside the housing (210) along the axial direction of the output shaft (230).

24. The electric motorcycle motor according to claim 23, characterized in that, The projection of the radial end face of the axial adjusting block (240) onto the axial direction of the output shaft (230) falls within the sliding seal (270).

25. An electric motorcycle-assisted vehicle, characterized in that, Includes a frame and an electric motor for a motorcycle as described in any one of claims 1-24, mounted on the frame.

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