A rear wheel drive assembly for a hybrid motorcycle

Abstract

The utility model discloses a kind of rear wheel drive assembly of hybrid motorcycle, including gasoline engine, gearbox and wheel hub motor, the wheel hub motor includes stator, rotating shaft, rotor and wheel hub body, the stator is fixed on gearbox body, the rotor is matched with stator, and the rotor is fixed on wheel hub body, the stator, rotor whole is in the inner ring space of wheel hub body;The central shaft hole of the wheel hub body is fixed on the rotating shaft, so that rotating shaft and wheel hub body synchronous operation;The rotating shaft one end extends to gearbox, and is directly coupled with the output shaft of gearbox and is matched, clutch is equipped between the rotating shaft and output shaft. The utility model compact structure, easy to install, the stator of wheel hub motor, rotor is integrated in wheel hub body inside, without external motor and additional transmission component, greatly reduce the overall volume of drive assembly, save installation space, simplify the assembly process of motorcycle.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle technology, specifically to a rear-wheel drive assembly for a hybrid motorcycle. Background Technology

[0002] Hybrid motorcycles combine the advantages of traditional gasoline engines and electric motors, resulting in significant improvements in energy efficiency, environmental friendliness, and power performance. Currently, most hybrid motorcycles use external motors to provide electric power, meaning the motor is located independently of the wheel and connected to it via chains, gears, or other transmission components.

[0003] However, this type of external motor has many drawbacks: First, it has a large overall size, which occupies the limited installation space of the motorcycle, resulting in a compact overall layout and inconvenient installation; second, the transmission structure is complex, requiring additional transmission components, which increases energy loss during power transmission and reduces transmission efficiency; third, the external motor and its supporting transmission components increase the overall weight of the motorcycle, affecting its handling performance; and fourth, the large number of parts results in higher production and assembly costs, which is not conducive to market promotion.

[0004] Therefore, there is a need to design a hybrid motorcycle drive system that is compact, easy to install, lightweight, and low-cost in order to solve the problems existing in the prior art. Utility Model Content

[0005] The purpose of this invention is to provide a rear-wheel drive assembly for a hybrid motorcycle, in order to solve the problems of large size, inconvenient installation, complex structure, heavy weight and high cost of the external motor in existing hybrid motorcycles.

[0006] To achieve the above objectives, this utility model provides the following technical solution: This utility model discloses a rear-wheel drive assembly for a hybrid motorcycle, including a gasoline engine, a gearbox, and a hub motor. The hub motor includes a stator, a shaft, a rotor, and a hub body. The stator is fixed to the gearbox housing, and the rotor corresponds and matches the stator, and is fixed to the hub body. The stator and rotor are located within the inner space of the hub body. The central shaft hole of the hub body is fixedly fitted onto the shaft, so that the shaft and the hub body rotate synchronously. One end of the shaft extends into the gearbox and is directly connected to the output shaft of the gearbox. A clutch is provided between the shaft and the output shaft. By disengaging and engaging the clutch, the output power of the gearbox can be controlled to drive or disconnect the shaft.

[0007] Furthermore, a splined bushing structure is provided between the central shaft hole of the wheel hub body and the rotating shaft, and the synchronous rotation of the wheel hub body and the rotating shaft is achieved through the splined bushing. The spline connection has the characteristics of high load-bearing capacity and high centering accuracy, which can effectively transmit torque and ensure the reliability of synchronous operation of the wheel hub body and the rotating shaft.

[0008] Furthermore, the stator is bolted to the end face of the gearbox housing, and the axis of the stator is collinear with the axis of the gearbox output shaft. This arrangement ensures the relative position of the stator and rotor is stable, guarantees the electromagnetic coupling effect during motor operation, and simplifies the stator installation structure.

[0009] Furthermore, a bearing housing is provided at the end of the shaft furthest from the gearbox. The bearing housing is fixed to the motorcycle frame by a bracket, and the shaft rotates in conjunction with the bearing inside the bearing housing. The bearing housing provides stable support for the shaft, reduces radial runout during shaft operation, and improves the operational stability of the drive assembly.

[0010] Furthermore, the rotor has an annular wing extending axially toward the gearbox at one end near the gearbox, and the gearbox housing is provided with an annular protective plate, which wraps around the annular wing with a gap between them.

[0011] Furthermore, the annular vane and rotor are integrally formed, with the outer diameter of the annular vane being smaller than that of the rotor, and the axis of the annular vane being collinear with the axis of the rotor. This integrally formed structure enhances the structural strength of the annular vane, preventing deformation during high-speed rotor rotation; the collinear axes ensure the concentricity of the annular vane during rotor rotation, reducing operating noise.

[0012] Furthermore, the annular guard plate is fixed to the end face of the gearbox housing by bolts, and the gap between the inner wall of the annular guard plate and the outer wall of the annular wing is 2-5mm. The bolt fixing method facilitates the disassembly and maintenance of the annular guard plate. The 2-5mm gap can prevent the annular guard plate from rubbing against the rotating annular wing, form an effective protective barrier to block impurities from entering, and at the same time leave enough space for air circulation to assist in heat dissipation.

[0013] The beneficial effects of this utility model are: Compared with the prior art, the rear-wheel drive assembly of the hybrid motorcycle of this utility model has a compact structure and is easy to install. The stator and rotor of the hub motor are integrated inside the hub body, eliminating the need for an external motor and additional transmission components. This significantly reduces the overall volume of the drive assembly, saves installation space, and simplifies the motorcycle assembly process. The structural design of the annular wing and annular guard plate does not require an additional large area of ​​space and is compatible with existing compact layouts. Compared with the prior art, the rear-wheel drive assembly of the hybrid motorcycle of this utility model reduces the number of external motors and transmission components. At the same time, the annular wing is integrally formed with the rotor and the annular guard plate is made of lightweight metal material, which further reduces the weight of the vehicle. The reduction in the number of parts reduces production and assembly costs, which is conducive to the market promotion of the product. Compared with the prior art, the rear-wheel drive assembly of the hybrid motorcycle of this utility model has an annular guard plate wrapping around an annular wing to form a protective barrier, which effectively prevents dust, mud and other impurities from entering the gap between the rotor and the gearbox, avoids wear on the internal components of the motor, and extends the service life; when the rotor rotates, it drives the annular wing to rotate synchronously, accelerates the air flow in the gap, and promptly removes the heat generated by the motor operation, solving the problem of poor heat dissipation of integrated motors. Compared with the prior art, the rear-wheel drive assembly of the hybrid motorcycle of this utility model adopts a direct drive structure, which shortens the power transmission path, reduces energy loss, and improves transmission efficiency. Through the structural design of spline bushing connection, bearing seat support, etc., combined with the concentricity guarantee of the annular wing, the reliability of power transmission and the stability of operation are guaranteed, and the operating noise is reduced. Compared with the prior art, the rear-wheel drive assembly of the hybrid motorcycle of this utility model can realize multiple modes such as pure electric drive, gasoline engine drive, hybrid drive and energy recovery through clutch on / off control and the coordinated work of hub motor. The combination of the annular guard plate and the annular wing can play a protective and heat dissipation role under different working conditions, meeting the usage needs of hybrid motorcycles under different road conditions. Attached Figure Description

[0014] Figure 1 This is a perspective view of the rear-wheel drive assembly of the hybrid motorcycle of this utility model. Figure 2 This is a three-dimensional exploded view of the rear-wheel drive assembly of the hybrid motorcycle of this utility model from another perspective; Figure 3 This is a cross-sectional view of the rear-wheel drive assembly of the hybrid motorcycle of this utility model; Figure 4 This is a cross-sectional view of the hub motor of the rear-wheel drive assembly of the hybrid motorcycle of this utility model. Detailed Implementation

[0015] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments: Please see Figures 1 to 4 This utility model provides a rear-wheel drive assembly for a hybrid motorcycle, which is compatible with common straddle-type or scooter-type hybrid motorcycles. Its core components include a gasoline engine 1, a gearbox 2, and a hub motor 3. Through precise structural design and connection methods, each component achieves efficient power transmission and stable operation under various working conditions.

[0016] The hub motor 3, as the core of the electric drive, consists of a stator 4, a shaft 5, a rotor 6, and a hub body 7. The stator 4 is fixed to the end face of the gearbox housing 8 with high-strength bolts, and the axis of the stator 4 is strictly collinear with the axis of the gearbox output shaft. This coaxial design ensures that the stator 4 and rotor 6 maintain a stable relative position during operation, avoiding a decrease in electromagnetic coupling efficiency due to eccentricity. It also simplifies the installation and positioning process of the stator 4 and reduces assembly errors. The rotor 6 and stator 4 form a corresponding matching annular structure. The rotor 6 is fixed to the inner wall of the hub body 7 by a key connection or laser welding. Key connections facilitate later maintenance and disassembly, while welding improves the connection's robustness. The specific connection method can be selected according to the motorcycle's load requirements. A 2-3mm pre-set gap is reserved between the inner wall of the rotor 6 and the outer wall of the stator 4. This gap has been verified through multiple dynamic simulations to prevent mechanical interference between the rotor 6 and the stator 4 during high-speed rotation, while ensuring high efficiency of electromagnetic induction and reducing magnetic field loss.

[0017] The inner wall of the central shaft hole 9 of the hub body 7 is machined with internal splines, and the corresponding rotating shaft 5 is provided with a spline bushing 10. The two are fixedly fitted together by the spline structure. The tooth surface of the spline mating is treated with high frequency quenching to improve wear resistance and load-bearing capacity, ensuring that the hub body 7 and the rotating shaft 5 can operate completely synchronously without relative slippage when transmitting large torque, thereby ensuring the stability of power transmission.

[0018] The two ends of the shaft 5 are respectively matched with different components. The end closer to the gearbox 2 is fixedly connected to the driven part of the clutch, while the end farther away from the gearbox 2 is inserted into the bearing housing 11. The bearing housing 11 is a deep groove ball bearing, which is fixed on the rear horizontal fork 12 of the motorcycle frame.

[0019] To address the protection and heat dissipation issues between the rotor 6 and the gearbox 2, an annular wing 13 extends axially toward the gearbox at the end of the rotor 6 closest to the gearbox 2. The annular wing 13 and the rotor 6 are integrally molded, ensuring the structural strength of both and preventing the annular wing 13 from deforming or falling off when the rotor 6 rotates at high speed. The outer diameter of the annular wing 13 is designed to be smaller than the outer diameter of the rotor 6, and the axis of the annular wing 13 is strictly collinear with the axis of the rotor 6, ensuring the concentricity of the annular wing 13 when the rotor 6 rotates.

[0020] An annular guard plate 14 is fixed to the housing 8 of the gearbox 2 by hexagonal bolts. A gap of 2-5mm is reserved between the inner wall of the annular guard plate 14 and the outer wall of the annular vane 13. This gap size is determined by fluid dynamics analysis. It can prevent the annular guard plate 14 from rubbing against the rotating annular vane 13 and can also form an effective protective barrier to prevent mud, water, dust and other impurities from the road surface from entering the area between the rotor 6 and the gearbox 2. At the same time, the reserved gap can serve as an air circulation channel. When the annular vane 13 rotates with the rotor 6, it can drive the air to form a directional airflow in the gap, which can accelerate the dissipation of heat inside the motor and keep the motor operating temperature below 120℃. Compared with integrated motors without this structure, the heat dissipation efficiency is improved by more than 30%.

[0021] The following describes the operating mode of the rear-wheel drive assembly of the hybrid motorcycle of this utility model: When the motorcycle is traveling at low speed in congested urban areas, the vehicle controller disengages the clutch, and the gasoline engine 1 and gearbox 2 cease power output. Three-phase alternating current is supplied to the stator 4 of the hub motor 3, generating a rotating magnetic field. Under the influence of this magnetic field, the rotor 6 drives the hub body 7 and the annular vane 13 to rotate synchronously. This rotation, via a spline connection, drives the shaft, thereby rotating the rear wheel and achieving pure electric drive. At this time, the annular skid plate 14 and the annular vane 13 work together to prevent impurities from entering, while the rotation of the annular vane 13 assists in heat dissipation. When the motorcycle is traveling at a constant medium to high speed on a highway, the clutch engages, the hub motor 3 stops working, and the power output from the gasoline engine 1 is transmitted to the electromagnetic clutch via the output shaft after being changed by the gearbox 2. The active part drives the driven part and the rotating shaft 5 to rotate, ultimately driving the rear wheel. At this time, the power transmission path is short and the energy loss is low. When the motorcycle needs to accelerate rapidly or climb a hill, the clutch is closed, and the gasoline engine 1 and the hub motor 3 work simultaneously. The power of the two is superimposed to drive the rear wheel, improving the power performance. The annular wing 13 rotates at high speed with the rotor, further enhancing the heat dissipation effect. When the motorcycle decelerates or brakes, the clutch is disengaged, and the rear wheel drives the hub body 7, rotor 6 and annular wing 13 to rotate under the action of inertia. The rotor 6 cuts the magnetic field generated by the stator 4, causing the hub motor 3 to switch to generator mode, converting kinetic energy into electrical energy to recharge the battery pack. At this time, the annular guard plate 14 continuously blocks impurities to ensure the stability of the power generation process.

[0022] The drive assembly of this utility model adopts a standardized design for the connection of each component, which facilitates mass production and subsequent maintenance. The overall structure is compact, and compared with the traditional hybrid motorcycle drive system with an external motor, the volume is reduced by more than 40%, the weight is reduced by more than 25%, and the production cost is reduced by about 20%. At the same time, it has significant improvements in protection performance, heat dissipation efficiency and power transmission stability, which can meet the actual use needs of hybrid motorcycles.

[0023] The rear-wheel drive assembly of the hybrid motorcycle provided in the embodiments of this utility model has been described in detail above. Specific examples have been used to illustrate the principle and implementation of this utility model. The description of the above embodiments is only for the purpose of helping to understand the technical solution disclosed in this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​this utility model. Therefore, the content of this specification should not be construed as a limitation of this utility model.

Claims

1. A rear-wheel drive assembly for a hybrid motorcycle, comprising a gasoline engine, a gearbox, and a hub motor, characterized in that: The hub motor includes a stator, a rotating shaft, a rotor, and a hub body. The stator is fixed to the gearbox housing, and the rotor corresponds and matches the stator, and is also fixed to the hub body. The stator and rotor are located within the inner space of the hub body. The central shaft hole of the hub body is fixedly fitted onto the rotating shaft, allowing the rotating shaft and hub body to rotate synchronously. One end of the rotating shaft extends into the gearbox and is directly connected to the output shaft of the gearbox. A clutch is provided between the rotating shaft and the output shaft. By disengaging and engaging the clutch, the output power of the gearbox can be controlled to drive or disconnect the rotating shaft.

2. The rear-wheel drive assembly of a hybrid motorcycle according to claim 1, characterized in that: A spline bushing structure is provided between the central shaft hole of the hub body and the rotating shaft, and the synchronous rotation of the hub body and the rotating shaft is achieved through the spline bushing.

3. The rear-wheel drive assembly of a hybrid motorcycle according to claim 1, characterized in that: The stator is fixed to the end face of the gearbox housing by bolts, and the axis of the stator is collinear with the axis of the gearbox output shaft.

4. The rear-wheel drive assembly of a hybrid motorcycle according to claim 1, characterized in that: The end of the rotating shaft away from the gearbox is provided with a bearing housing, which is fixed to the motorcycle frame by a bracket, and the rotating shaft rotates in conjunction with the bearing inside the bearing housing.

5. The rear-wheel drive assembly of a hybrid motorcycle according to claim 1, characterized in that: The rotor has an annular wing extending axially toward the gearbox at one end near the gearbox. The gearbox housing is provided with an annular protective plate, which wraps around the annular wing and has a gap between them.

6. The rear-wheel drive assembly of a hybrid motorcycle according to claim 5, characterized in that: The annular wing and the rotor are integrally formed. The outer diameter of the annular wing is smaller than the outer diameter of the rotor, and the axis of the annular wing is collinear with the axis of the rotor.

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