Wheel-side dual motor driving system of motorcycle

Abstract

A wheel-side dual motor driving system of a motorcycle, comprising a swingarm mounting base (1) connected with a frame, a left power swingarm housing (2) and a right power swingarm housing (3) being arranged at the two sides of the swingarm mounting base (1). A left driving motor (4) is provided inside the left power swingarm housing (2), and a right driving motor (5) is provided inside the right power swingarm housing (3), the left driving motor (4) and the right driving motor (5) being both in transmission connection to an output shaft (7) of a driving wheel (6), and the right driving motor (5) and the output shaft (7) being in one-way transmission. A mid-drive motor or a hub motor in conventional design is replaced by two smaller wheel-side motors, such that the overall weight distribution of the motorcycle is more reasonable and the control performance is better, and the space occupied by the motor is reduced, thus allowing for the mounting of a larger battery, and increasing the range; the system improves the waterproof performance of the motors and achieves power saving by means of independent left and right driving; the integrated design makes the overall appearance of the motorcycle more harmonious and attractive.

Description

A motorcycle wheel-side dual-motor drive system Technical Field

[0001] The present invention belongs to the technical field of motorcycle driving, and more particularly relates to a wheel-side dual-motor driving system for a pure electric motorcycle. Background Art

[0002] With the development and widespread adoption of electrification in automobiles, this technology is also gradually expanding into other sectors, such as marine electrification, construction machinery electrification, and pure electric motorcycles. Previously, electric drive in the motorcycle industry was primarily applied to small-displacement models such as electric bicycles and mopeds. In recent years, electric drive technology has also been gradually applied to larger motorcycles.

[0003] In the field of motorcycle electric drive, the commonly used structural forms currently include hub motors and mid-mounted motors. Although the hub motor method has a simple structure, the hub motor is heavy and inefficient, which not only affects the handling performance of the vehicle, but also increases material costs and has poor waterproof and sealing performance. The mid-mounted motor has a long transmission path and will occupy limited battery space, reducing the vehicle's range.

[0004] Summary of the Invention

[0005] In response to the shortcomings of the existing technology, the present invention provides a motorcycle wheel-side dual-motor drive system, which divides the conventional mid-mounted motor or hub motor into two smaller wheel-side motors, thereby realizing an innovation in the driving mode of two-wheeled motorcycles and having significant advantages.

[0006] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: a motorcycle wheel-side dual-motor drive system, comprising a rear fork fixing seat connected to the frame, a left power fork housing and a right power fork housing being provided on both sides of the rear fork fixing seat, a left drive motor being provided in the left power fork housing, and a right drive motor being provided in the right power fork housing, both the left drive motor and the right drive motor being transmission-connected to the output shaft of the drive wheel, and the right drive motor and the output shaft are in one-way transmission.

[0007] Furthermore, a left transmission mechanism is provided between the left drive motor and the drive wheel, and the left transmission mechanism includes a left driving gear shaft and a left passive gear. The left driving gear shaft is connected to the left drive motor, the left passive gear is connected to the output shaft, and the left driving gear shaft is meshed with the left passive gear.

[0008] Furthermore, a right transmission mechanism is provided between the right drive motor and the drive wheel, and the right transmission mechanism includes a right driving gear shaft, a right passive gear and a one-way clutch. The right driving gear shaft is connected to the right drive motor, the right passive gear is connected to the one-way clutch, the right driving gear shaft is meshed with the right passive gear, and the one-way clutch is connected to the output shaft.

[0009] Furthermore, the output shaft is provided with an internal spline sleeve on the rotating section located in the right power fork housing, and a corresponding external spline is provided on the rotating section of the output shaft. The right driven gear is connected to the internal spline sleeve, and the one-way clutch is located between the right driven gear and the internal spline sleeve.

[0010] Furthermore, a locking nut is threadedly connected to the end of the rotating section of the output shaft located in the right power fork housing, and the locking nut is in contact with the inner spline sleeve.

[0011] Furthermore, a needle bearing is provided between the right driven gear and the output shaft.

[0012] Furthermore, a spacer sleeve is provided between the output shaft and the wheel, and one end of the spacer sleeve is in contact with the inner spline sleeve.

[0013] Furthermore, the left power fork housing and the right power fork housing are both connected to the rear fork fixing seat through bolts and nuts.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: the left drive motor is the main drive, and the right drive motor is the auxiliary drive, that is, the left drive motor is responsible for the full power output. As long as the vehicle needs to move, the left drive motor must be started, and the right drive motor can be started when necessary to provide auxiliary drive to the drive wheels, and the conventional mid-mounted motor or hub motor is divided into two smaller wheel-side motors, so that the weight distribution of the whole vehicle is more reasonable and the handling performance is better; it also reduces the space occupied by the motor, and can place a larger battery to increase the cruising range; reduces the performance degradation and waterproof problems caused by the increase in the moment of inertia caused by the hub motor; the left and right independent drive and control can better make the whole vehicle more in a power-saving operation state; the integrated design makes the appearance of the whole vehicle more coordinated and beautiful. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] FIG1 is a schematic diagram of the three-dimensional structure of the utility model motorcycle wheel-side dual-motor drive system;

[0016] FIG2 is a front cross-sectional view of the utility model motorcycle wheel-side dual-motor drive system;

[0017] Figure 3 is an enlarged view of part A in Figure 2;

[0018] FIG4 is a side sectional view of the utility model motorcycle wheel-side dual-motor drive system;

[0019] FIG5 is a schematic structural diagram of the left power fork housing in the wheel-side dual-motor drive system of the motorcycle of the present invention.

[0020] Figure numerals: rear fork fixing seat 1; left power flat fork housing 2; right power flat fork housing 3; left drive motor 4; right drive motor 5; drive wheel 6; output shaft 7; left driving gear shaft 8; left driven gear 9; right driving gear shaft 10; right driven gear 11; one-way clutch 12; internal spline sleeve 13; locking nut 14; needle roller bearing 15; spacer sleeve 16. DETAILED DESCRIPTION

[0021] In the description of the present invention, it should be noted that, for directional words, such as the terms "center", "horizontal (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like, indicating directions and positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and cannot be understood as limiting the specific scope of protection of the present invention.

[0022] 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 technical features. Therefore, the terms "first" and "second" may explicitly or implicitly refer to one or more of these features. Throughout the description of the present invention, "several" and "a number" mean two or more, unless otherwise specifically defined.

[0023] The present invention will be further described with reference to FIG1 to FIG5.

[0024] A motorcycle wheel-side dual-motor drive system includes a rear fork fixing base 1 connected to the frame, and a left power fork housing 2 and a right power fork housing 3 are provided on both sides of the rear fork fixing base 1. A left drive motor 4 is provided in the left power fork housing 2, and a right drive motor 5 is provided in the right power fork housing 3. The left drive motor 4 and the right drive motor 5 are both connected to the output shaft 7 of the drive wheel 6 in a transmission manner, and the right drive motor 5 and the output shaft 7 are in a one-way transmission.

[0025] As shown in Figure 2, in this embodiment, preferably, a left transmission mechanism is provided between the left drive motor 4 and the drive wheel 6, and the left transmission mechanism includes a left driving gear shaft 8 and a left passive gear 9. The left driving gear shaft 8 is connected to the left drive motor 4, and the left passive gear 9 is connected to the output shaft 7. The left driving gear shaft 8 is meshed with the left passive gear 9.

[0026] As shown in Figure 2, in this embodiment, preferably, a right transmission mechanism is provided between the right drive motor 5 and the drive wheel 6, and the right transmission mechanism includes a right driving gear shaft 10, a right passive gear 11 and a one-way clutch 12. The right driving gear shaft 10 is connected to the right drive motor 5, the right passive gear 11 is connected to the one-way clutch 12, the right driving gear shaft 10 is engaged with the right passive gear 11, and the one-way clutch 12 is connected to the output shaft 7.

[0027] In this embodiment, preferably, the meshing between the left driving gear shaft 8 and the left driven gear 9 and the meshing between the right driving gear shaft 10 and the right driven gear 11 are both helical gear meshing.

[0028] As shown in Figures 2 and 3, in this embodiment, preferably, the output shaft 7 is provided with an internal spline sleeve 13 on the rotating section located in the right power fork housing 3, and a corresponding external spline is provided on the rotating section of the output shaft 7. The right passive gear 11 is connected to the internal spline sleeve 13, and the one-way clutch 12 is located between the right passive gear 11 and the internal spline sleeve 13.

[0029] Preferably in this embodiment, a bearing is provided between the left driving gear shaft 8 and the left power fork housing 2, a bearing is provided between the part of the output shaft 7 located inside the left power fork housing 2 and the left power fork housing 2, a bearing is provided between the right driving gear shaft 10 and the right power fork housing 3, a bearing is provided between the inner spline sleeve 13 and the right power fork housing 3, and oil seals are provided on the input end and the output end of the gear transmission inside the power fork housing.

[0030] As shown in FIG. 3 , in this embodiment, preferably, the end of the rotating section of the output shaft 7 located in the right power fork housing 3 is threadedly connected with a locking nut 14 , and the locking nut 14 is in contact with the inner spline sleeve 13 .

[0031] As shown in FIG. 3 , in this embodiment, preferably, a needle roller bearing 15 is provided between the right passive gear 11 and the output shaft 7 to facilitate the support of the right passive gear 11 and to achieve relative rotation between the internal spline sleeve 13 and the right passive gear 11 .

[0032] As shown in Figure 3, in this embodiment, preferably, a spacer sleeve 16 is provided between the output shaft 7 and the drive wheel 6, and one end of the spacer sleeve 16 is in contact with the inner spline sleeve 13. Through the cooperation of the spacer sleeve 16 and the spline sleeve, the drive wheel 6 is clamped between the left power fork housing 2 and the right power fork housing 3 to prevent the drive wheel 6 and the output shaft 7 from rotating relative to each other.

[0033] As shown in FIG2 , in this embodiment, preferably, the left power fork housing 2 and the right power fork housing 3 are both connected to the rear fork fixing seat 1 by bolts and nuts, so as to facilitate the installation and disassembly of the drive wheel 6 and the drive system.

[0034] As shown in Figure 5, in this embodiment, preferably, a motor cavity for installing a left drive motor 4 is provided on the left power flat fork housing 2, and a connecting cavity is provided above the motor cavity for connecting to the rear fork fixing seat 1. A cable cavity is also provided between the connecting cavity and the motor cavity for transition between the connecting cavity and the motor cavity, and the cable connecting the motor passes through the cable cavity.

[0035] As shown in Figures 1 to 5, the left drive motor 4 is the main drive and the right drive motor 5 is the auxiliary drive, that is, the left drive motor 4 is responsible for full power output. As long as the vehicle needs to move, the left drive motor 4 must be started, and the right drive motor 5 can be started when necessary to provide auxiliary drive to the drive wheel 6.

[0036] After the left drive motor 4 is started, it drives the left gear shaft and the left driven gear 9 to rotate, thereby driving the output shaft 7 and the drive wheel 6 to rotate, thereby driving the vehicle.

[0037] When the right drive motor 5 is not involved in driving, the left drive motor 4 drives the vehicle alone. At this time, the output shaft 7 of the drive wheel 6 drives the inner spline sleeve 13 to rotate. However, since the one-way clutch 12 is in an automatically disengaged state at this time, the right driven gear 11 on the inner spline sleeve 13 stops rotating, thereby preventing the power output by the left drive motor 4 from driving the right drive motor 5 to idle, thereby wasting power and reducing the loss of movable parts in the right power fork housing 3.

[0038] When the right drive motor 5 is involved in driving, it drives the right driving gear shaft 10 and the right driven gear 11. At this time, the one-way clutch 12 is in a locked state, and the right driven gear 11 can drive the inner spline sleeve 13 to rotate, and the power can be transmitted to the output shaft 7 to work together with the left drive motor 4.

[0039] Preferably in this embodiment, both the left and right sides can be designed as main drive structures, and the left and right drive motors can drive the vehicle at any time, and the gear transmission between the motor and the output shaft 7 can be changed to a two-stage reduction, or the left and right gear transmissions can be set to different speed ratios.

[0040] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiment. All technical solutions based on the concept of the present invention are within the scope of protection of the present invention. It should be noted that for those skilled in the art, various improvements and modifications that do not depart from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A double-motor drive system for motorcycle wheel hub, characterized in that: It includes a rear fork fixing seat connected to the vehicle frame. On both sides of the rear fork fixing seat, there are a left power side fork housing and a right power side fork housing. A left drive motor is arranged inside the left power side fork housing, and a right drive motor is arranged inside the right power side fork housing. Both the left drive motor and the right drive motor are in transmission connection with the output shaft of the drive wheel, and the connection between the right drive motor and the output shaft is a one-way transmission.

2. The motorcycle wheel-side dual-motor drive system according to claim 1, wherein: A left transmission mechanism is arranged between the left drive motor and the drive wheel. The left transmission mechanism includes a left driving gear shaft and a left driven gear. The left driving gear shaft is connected to the left drive motor, the left driven gear is connected to the output shaft, and the left driving gear shaft meshes with the left driven gear.

3. The motorcycle wheel-side dual-motor drive system according to claim 1, wherein: A right transmission mechanism is arranged between the right drive motor and the drive wheel. The right transmission mechanism includes a right driving gear shaft, a right driven gear, and a one-way clutch. The right driving gear shaft is connected to the right drive motor, the right driven gear is connected to the one-way clutch, the right driving gear shaft meshes with the right driven gear, and the one-way clutch is connected to the output shaft.

4. The motorcycle wheel-side dual-motor drive system according to claim 3, characterized in that: An internal spline sleeve is arranged on the rotating section of the output shaft located inside the right power side fork housing. A corresponding external spline is arranged on the rotating section of the output shaft. The right driven gear is connected to the internal spline sleeve, and the one-way clutch is located between the right driven gear and the internal spline sleeve.

5. The motorcycle wheel-side dual-motor drive system according to claim 4, wherein: A locking nut is threadedly connected to the end of the rotating section of the output shaft located inside the right power side fork housing, and the locking nut contacts the internal spline sleeve.

6. The motorcycle wheel-side dual-motor drive system according to claim 5, wherein: A needle roller bearing is arranged between the right driven gear and the output shaft.

7. The motorcycle wheel-side dual-motor drive system according to claim 6, characterized in that: A spacer sleeve is arranged between the output shaft and the wheel, and one end of the spacer sleeve contacts the internal spline sleeve.

8. The motorcycle wheel-side dual-motor drive system according to claim 1, wherein: Both the left power side fork housing and the right power side fork housing are connected to the rear fork fixing seat by bolts and nuts.

Images