A new electric vehicle axle sprocket

Abstract

The utility model provides a novel electric vehicle middle shaft chain wheel relates to electric vehicle technical field, including hollow shaft, the outer surface wall symmetry fixed connection of hollow shaft has two extruded bones, one side of one extruded bone and located the outside connection of hollow shaft has sprocket, the side away from extruded bone of sprocket is connected with the cap disc, the upper end surface of cap disc is seted up and is inserted with the mortise, and the mortise is inserted with the bolt connected with hollow shaft on cap disc, the junction of mortise and cap disc is equipped with the connecting structure for realizing the firm connection of mortise and cap disc, the utility model discloses the structure of being connected with cap disc outside mortise, realizes the double locking of mortise and cap disc, and this structure is with the mechanical clamping of the meshing transmission cooperation slider and the toothed disc of gear and toothed disc, replaces traditional single buckle cooperation, and the bearing strength and anti -loosening ability of connection part are improved greatly, effectively resist the alternating rotation torsion in the process of electric vehicle driving.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle technology, and in particular to a novel electric vehicle central shaft sprocket. Background Technology

[0002] As the core transmission component of the mid-drive system of an electric vehicle, the bottom bracket sprocket plays a crucial role in transmitting the motor's power to the wheels. Its transmission stability directly affects the vehicle's riding safety, power output efficiency, and range. Compared to friction wheel transmission and hub drive, the bottom bracket sprocket transmission is widely used in the electric bicycle field due to its advantages such as reasonable center of gravity distribution and strong climbing ability.

[0003] Application No. 202022055325.3 discloses a novel central sprocket for electric vehicles. This device uses a pin inserted into a fixed hole. The pin's bottom end passes through a first through hole, and the hollow shaft drives the cap disc to rotate, thereby driving the sprocket for power transmission. However, the pin only relies on the snap-fit ​​between the protrusion and the slot, and axial positioning is achieved solely through the bottom end passing through the first through hole. During electric vehicle operation, the central sprocket must continuously withstand alternating rotational torque from acceleration, climbing, and load-bearing. Meanwhile, the inherent polygonal effect of chain drive will cause periodic vibration and impact, resulting in concentrated stress at the contact point between the pin and the slot. Under long-term action, the pin protrusion is prone to shrinkage due to friction and wear, while the slot will undergo plastic deformation. The gap between the two gradually increases, eventually causing the pin to loosen and shift. This will not only weaken the linkage and synchronization between the cap and the hollow shaft, leading to a decrease in transmission efficiency and a lag in power output, but may also cause chain skipping, chain derailment and other faults. In severe cases, the chain drive may completely fail, posing a great threat to riding safety. Utility Model Content

[0004] To address the shortcomings of the existing technology, this utility model proposes a novel electric vehicle central shaft sprocket.

[0005] The technical solution of this utility model is implemented as follows:

[0006] A novel electric vehicle axle sprocket includes a hollow shaft. Two extruders are symmetrically fixedly connected to the outer wall of the hollow shaft. A sprocket is connected to one side of one of the extruders, located outside the hollow shaft. A cap plate is connected to the side of the sprocket away from the extruder. A groove is formed on the upper end face of the cap plate, and a pin connected to the hollow shaft is inserted into the cap plate. A connecting structure is provided at the connection between the pin and the cap plate to achieve a stable connection between the pin and the cap plate. A locking component is provided on the outer side of the connecting structure to limit and fix the transmission components of the connecting structure.

[0007] Preferably, the connecting structure includes an outer frame fixedly connected to the outside of the pin, a connecting rod rotatably connected to the inner side of the outer frame, and a gear fixedly connected to the outer wall of the connecting rod.

[0008] Preferably, a toothed disc meshes with one side of the gear, and the toothed disc is rotatably connected to the outside of the pin.

[0009] Preferably, the connection structure further includes a groove formed on the upper end face of the toothed disc, a slider is embedded inside the groove, a locking block is fixedly connected to the lower end face of the slider, and a locking groove for cooperating with the locking block is formed on the inner wall of the cap disc on one side of the groove.

[0010] Preferably, the locking assembly includes a pull rod connected to a pre-reserved slot in the cap plate, one end of the pull rod is fixedly connected to an elastic connecting plate, and the end of the elastic connecting plate away from the pull rod is fixedly connected to a polyurethane elastomer block.

[0011] Preferably, the locking assembly further includes an end block rotatably connected to the other end of the pull rod. A retainer is fixedly connected to the outer side of the end block and to the outer wall of the cap plate. A slot is formed on the inner side wall of the retainer. A protrusion is embedded in the slot. The protrusion is fixedly connected to the outer wall of the end block.

[0012] Preferably, the outer wall of the hollow shaft is provided with a insertion hole for use with a pin, and both ends of the hollow shaft are provided with threaded holes.

[0013] Compared with the prior art, the present invention has the following beneficial effects:

[0014] 1. In use, this utility model achieves double locking of the pin and the cap plate by setting a structure connecting the pin to the cap plate outside the pin. This structure uses the meshing transmission of gears and gear discs in conjunction with the mechanical engagement of the slider and the locking block to replace the traditional single buckle engagement, which greatly improves the load-bearing strength and anti-loosening ability of the connection part and effectively resists the alternating rotational torque during the operation of the electric vehicle. Secondly, the surface contact design of the locking block and the slot can evenly distribute the concentrated stress, avoid excessive local wear and plastic deformation, ensure the linkage and synchronization of the cap plate and the hollow shaft, and significantly reduce the risk of chain drive failure caused by pin loosening.

[0015] 2. In use, this utility model provides complementary protection to the preceding connection structure by setting a locking component on the outside of the gear. This component adopts a dual protection design of elastic compression and mechanical limiting. The polyurethane elastomer block, with its excellent elasticity and wear resistance, can adaptively fit the gear tooth groove to form a tight lock, which can not only buffer vibration impact, but also reduce component wear and extend service life. Secondly, the mechanical limiting of the end block prevents the gear from reversing due to vibration, further enhancing the stability of the overall locking structure. This fundamentally solves the problem of fit failure caused by long-term torsion and vibration in traditional structures, providing dual protection for the safety and reliability of sprocket transmission. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0018] Figure 2 This is a partial cross-sectional structural diagram of the present invention;

[0019] Figure 3 This is an enlarged schematic diagram of the connection between the pin and the socket of this utility model;

[0020] Figure 4 This is a cross-sectional view of the hat plate of this utility model;

[0021] Figure 5 This is an enlarged schematic diagram of the connection structure of this utility model;

[0022] Figure 6 This is a schematic diagram of the connection between the gear plate and the pin in this utility model;

[0023] Figure 7 This is a cross-sectional view of the toothed disc of this utility model;

[0024] Figure 8 This is a schematic diagram of the connection between the locking component and the gear of this utility model.

[0025] In the diagram: 1. Hollow shaft; 2. Extrusion plate; 3. Sprocket; 4. Cap plate; 5. Groove; 6. Pin; 7. Hole; 8. Connecting structure; 81. Outer frame; 82. Connecting rod; 83. Gear; 84. Gear plate; 85. Slide groove; 86. Slider; 87. Locking block; 88. Locking slot; 9. Locking assembly; 91. Pull rod; 92. Elastic connecting plate; 93. Polyurethane elastomer block; 94. End block; 95. Locking seat; 10. Threaded hole. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0027] like Figures 1-3 As shown, this utility model provides a novel electric vehicle center axle sprocket, including a hollow shaft 1 for passing through the center axle mounting position of the electric vehicle frame. Two extruders 2 are symmetrically fixedly connected to the outer wall of the hollow shaft 1, forming an assembly space between the two extruders 2 for limiting and mounting a sprocket 3. A sprocket 3 is connected to one side of one of the extruders 2, located outside the hollow shaft 1. The teeth of the sprocket 3 are evenly distributed circumferentially for meshing with the drive chain to achieve power transmission. A cap 4 is connected to the side of the sprocket 3 away from the extruder 2. The upper end face of the sprocket is provided with a groove 5, and a pin 6 connected to the hollow shaft 1 is inserted into the cap plate 4. The outer wall of the hollow shaft 1 is provided with a socket 7 that works with the pin 6. One end of the pin 6 passes through the cap plate 4 and is inserted into the socket 7 to achieve the initial positioning of the cap plate 4 and the hollow shaft 1. Both ends of the hollow shaft 1 are provided with threaded holes 10 for threaded connection with the fixing parts or limiting parts of the electric vehicle frame, so as to securely install the entire central shaft sprocket assembly on the frame and ensure the structural integrity and transmission stability after assembly.

[0028] refer to Figures 2-7 As shown, a connecting structure 8 is provided at the connection between the pin 6 and the cap plate 4 to achieve a stable connection between the pin 6 and the cap plate 4.

[0029] The connecting structure 8 includes an outer frame 81 fixedly connected to the outside of the pin 6, a connecting rod 82 rotatably connected to the inner side of the outer frame 81, and a gear 83 fixedly connected to the outer wall of the connecting rod 82.

[0030] One side of the gear 83 is engaged with a toothed disc 84, which is rotatably connected to the outside of the pin 6.

[0031] The connecting structure 8 also includes a groove 85 opened on the upper end face of the toothed disc 84. A slider 86 is embedded inside the groove 85. A locking block 87 is fixedly connected to the lower end face of the slider 86. A locking groove 88 is opened on the inner wall of the cap disc 4 and on one side of the groove 5 to cooperate with the locking block 87.

[0032] Through the above technical solution:

[0033] After the pin 6 is inserted into the socket 7, the outer frame 81 fits perfectly into the groove 5. Then, by holding and rotating the hand end of the connecting rod 82, the gear 83 is driven to rotate synchronously. The gear plate 84, which meshes with the gear 83, moves in tandem, driving the slider 86 to slide along the slide groove 85 from one end to the other. This pushes the locking block 87 from the bottom of the gear plate 84 to the outside and locks it into the slot 88, achieving a double locking of the pin 6 and the cap plate 4. This structure replaces the traditional single snap-fit ​​by the meshing transmission of the gear 83 and the gear plate 84 with the mechanical engagement of the slider 86 and the locking block 87. This significantly improves the load-bearing capacity and anti-loosening performance after connection. Secondly, the contact between the locking block 87 and the slot 88 can disperse the concentrated stress caused by the rotational torque, effectively avoiding local wear and deformation, ensuring the linkage synchronization between the cap plate 4 and the hollow shaft 1, and significantly reducing the risk of transmission failure due to the loosening of the pin 6.

[0034] Additionally, refer to Figure 3 , Figure 5 , Figure 6 and Figure 8 As shown, a locking component 9 is provided on the outside of the connecting structure 8 for limiting and fixing the transmission components of the connecting structure 8.

[0035] The locking component 9 includes a pull rod 91 connected to a pre-reserved slot in the cap plate 4. One end of the pull rod 91 is fixedly connected to an elastic connecting plate 92, and the end of the elastic connecting plate 92 away from the pull rod 91 is fixedly connected to a polyurethane elastomer block 93.

[0036] The locking assembly 9 also includes an end block 94 rotatably connected to the other end of the pull rod 91. A card seat 95 is fixedly connected to the outer side of the end block 94 and located on the outer wall of the cap plate 4. A block groove is opened on the inner side wall of the card seat 95. A protrusion is embedded in the inside of the block groove and is fixedly connected to the outer wall of the end block 94.

[0037] Through the above technical solution:

[0038] After gear 83 completes transmission locking, press end block 94 towards cap plate 4. Utilize the elasticity of elastic connecting plate 92 to make polyurethane elastomer block 93 tightly contact gear 83. Due to its excellent elasticity and wear resistance, polyurethane elastomer block 93 can adaptively recess and fit the tooth groove according to the tooth profile of gear 83, forming a suitable secondary lock. Finally, rotate end block 94 counterclockwise by 90 degrees, so that its protrusion is embedded in the slot of card seat 95, achieving mechanical limiting of gear 83. This locking component 9, through the dual protection of elastic pressing and mechanical limiting, eliminates the possibility of gear 83 reversing due to vibration, further enhancing the stability of the overall locking structure. Secondly, the adaptive fitting design of polyurethane elastomer block 93 not only ensures the tightness of the lock but also buffers vibration impact, reduces wear between gear 83 and locking components, and extends service life. It complements the preceding connection structure 8, effectively solving the problem of fit failure caused by long-term torque and vibration in traditional structures, providing dual protection for the safety and reliability of sprocket 3 transmission.

[0039] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A novel electric vehicle central axle sprocket, characterized in that: The device includes a hollow shaft (1), on which two extrusion plates (2) are symmetrically fixedly connected to the outer wall of the hollow shaft (1). A sprocket (3) is connected to one side of one of the extrusion plates (2) and outside the hollow shaft (1). A cap plate (4) is connected to the side of the sprocket (3) away from the extrusion plate (2). A groove (5) is provided on the upper end face of the cap plate (4), and a pin (6) connected to the hollow shaft (1) is inserted on the cap plate (4). A connecting structure (8) is provided at the connection between the pin (6) and the cap plate (4) to achieve a stable connection between the pin (6) and the cap plate (4). A locking component (9) is provided on the outside of the connecting structure (8) to limit and fix the transmission components of the connecting structure (8).

2. The novel electric vehicle central axle sprocket according to claim 1, characterized in that: The connecting structure (8) includes an outer frame (81) fixedly connected to the outside of the pin (6), a connecting rod (82) is rotatably connected to the inner side of the outer frame (81), and a gear (83) is fixedly connected to the outer wall of the connecting rod (82).

3. A novel electric vehicle central axle sprocket according to claim 2, characterized in that: One side of the gear (83) is engaged with a toothed disc (84), which is rotatably connected to the outside of the pin (6).

4. A novel electric vehicle central axle sprocket according to claim 3, characterized in that: The connecting structure (8) further includes a groove (85) on the upper surface of the toothed disc (84), a slider (86) is embedded inside the groove (85), a locking block (87) is fixedly connected to the lower end surface of the slider (86), and a locking groove (88) for cooperating with the locking block (87) is provided on the inner wall of the cap disc (4) and on one side of the groove (5).

5. A novel electric vehicle central axle sprocket according to claim 1, characterized in that: The locking assembly (9) includes a pull rod (91) connected to a pre-reserved slot in the cap plate (4). One end of the pull rod (91) is fixedly connected to an elastic connecting plate (92), and the end of the elastic connecting plate (92) away from the pull rod (91) is fixedly connected to a polyurethane elastomer block (93).

6. A novel electric vehicle central axle sprocket according to claim 5, characterized in that: The locking assembly (9) further includes an end block (94) rotatably connected to the other end of the pull rod (91). A card seat (95) is fixedly connected to the outer wall of the end block (94) and located on the outer surface of the cap plate (4). A block groove is opened on the inner side wall of the card seat (95). A protrusion is embedded in the inside of the block groove. The protrusion is fixedly connected to the outer surface of the end block (94).

7. A novel electric vehicle central axle sprocket according to claim 1, characterized in that: The hollow shaft (1) has a socket (7) on its outer wall for use with a pin (6), and threaded holes (10) are provided at both ends of the hollow shaft (1).

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