CN111038248A

CN111038248A - Electric wheel for vehicle and electric vehicle

Info

Publication number: CN111038248A
Application number: CN201911345125.7A
Authority: CN
Inventors: 付翔; 裴彪; 徐超; 朱子旭; 吴森
Original assignee: Wuhan University of Technology WUT
Current assignee: Wuhan University of Technology WUT
Priority date: 2019-12-24
Filing date: 2019-12-24
Publication date: 2020-04-21

Abstract

The invention discloses an electric wheel for a vehicle and an electric vehicle, comprising a motor and a speed reducer; the device also comprises a main shaft and a supporting disk; the main shaft is used for driving a wheel hub, and the motor is connected with the main shaft through the speed reducer; the supporting disk is provided with opposite suspension sides and hub sides, and the suspension sides of the supporting disk are used for connecting a suspension and fixing the motor and the speed reducer; the main shaft penetrates through and is in rotating connection with the supporting disc. According to the invention, the mounting position of the suspension is arranged on one side of the hub bearing by changing the mounting position of the suspension, so that the distance between the mounting position of the unsprung mass on the wheel and the hub bearing is short, a cantilever beam structure of the unsprung mass is avoided, and the operating stability, smoothness and trafficability of the vehicle are improved.

Description

Electric wheel for vehicle and electric vehicle

Technical Field

The invention belongs to the technical field of motors, and particularly relates to an electric wheel for a vehicle and an electric vehicle.

Background

The conventional chassis driving technology at present cannot meet the technical requirements of electromotion, intellectualization, networking, sharing and light weight, the distributed driving can solve various problems, and the hub motor driving technology is a great trend of the current technical development. The driving mode is that the hub motor is arranged in the wheel, the automobile power system, the transmission system and the brake system are integrated together, a large number of transmission parts are omitted, the structure of the automobile is simpler, and various complex driving modes can be realized.

The structure of the electric driving wheel consists of a motor, a speed reducing device and a braking device, and the structure of the electric driving wheel is reasonably arranged on the premise of meeting relevant laws and regulations and technical requirements of vehicles. The output end of the hub motor is connected with the speed reducer, the motor outputs a large rotating speed, and simultaneously outputs a large torque, so that the strength of the speed reducer is high, and a sufficient arrangement space is reserved in a wheel rim, so that the requirements of reducing the speed and increasing the torque are finally met. The output end of the speed reducer is connected with the side of the hub, and meanwhile, a brake is arranged between the output end of the speed reducer and the side of the hub, so that the braking performance of the automobile is guaranteed.

The adoption of the existing electric drive technology for heavy vehicles has great technical difficulties, and the following problems mainly exist in the composition and the structure:

(1) heavy vehicles have a large mass and a large wheel bearing capacity, and the hub bearing is used as a bearing part of the wheel and needs high strength and rigidity. The suspension of current electric drive wheel is installed in wheel hub motor one side, and the distance of unsprung mass's erection site position on the wheel and wheel hub bearing is very far away, and wheel hub motor shaft and reduction gear receive very big effect moment, and wheel hub's inertia increases, reduces electric drive wheel's life, can influence the operating stability, ride comfort and the trafficability characteristic of vehicle.

(2) The electronic round of tradition adopts planetary gear reducer more, and planetary gear reducer's gear arrangement can increase radial dimension, leads to electronic round radial structure grow and causes the suspension installation space to receive the extrusion, and then makes the fixed difficult problem that becomes of suspension and electronic round of installation. Since the wheel driving output torque of a heavy vehicle is large, the planetary gear reducer inevitably increases to increase the reduction ratio, thereby increasing the difficulty of installation.

Disclosure of Invention

The invention aims to overcome the defect that the electric force is unreasonably stressed in the prior art, and provides an electric wheel for a vehicle and an electric vehicle.

In order to solve the prior art problem, the invention discloses an electric wheel for a vehicle, which comprises a motor and a speed reducer; the device also comprises a main shaft and a supporting disk; the main shaft is used for driving a wheel hub, and the motor is connected with the main shaft through the speed reducer; the supporting disk is provided with opposite suspension sides and hub sides, and the suspension sides of the supporting disk are used for connecting a suspension and fixing the motor and the speed reducer; the main shaft penetrates through and is in rotating connection with the supporting disc.

Further, the speed reducer is a parallel shaft speed reducer.

Further, the reducer comprises an input pinion, an intermediate gearwheel, an intermediate shaft, an intermediate pinion and an output gearwheel; the input small gear is connected with a motor shaft of the motor, the middle large gear and the middle small gear are fixedly arranged on the middle shaft, and the output large gear is connected with the main shaft; the input pinion is meshed with the middle gearwheel, and the output gearwheel is meshed with the middle pinion; the motor shaft, the intermediate shaft and the main shaft are mutually offset.

Further, the reducer comprises an input pinion, an intermediate gearwheel, an intermediate shaft, an intermediate pinion and an output gearwheel; the input small gear is connected with a motor shaft of the motor, the middle large gear and the middle small gear are fixedly arranged on the middle shaft, and the output large gear is connected with the main shaft; the input pinion is meshed with the middle gearwheel, and the output gearwheel is meshed with the middle pinion; the motor shaft and the intermediate shaft are offset from each other, and the motor shaft is coaxial with the main shaft.

Furthermore, the number of the intermediate shafts, the number of the intermediate large gears and the number of the intermediate small gears are two, and each intermediate shaft is provided with one intermediate large gear and one intermediate small gear.

Furthermore, the input pinion, the middle gearwheel, the middle pinion and the output gearwheel are all deflection bevel gears.

Further, still include the casing, the casing is fixed set up in the suspension side of supporting disk and is acceptd motor and reduction gear.

Furthermore, a partition board is arranged in the shell, the partition board divides the shell into a motor cavity and a speed reducer cavity, the motor is arranged in the motor cavity, and the speed reducer is arranged in the speed reducer cavity; the motor shaft penetrates through and is connected with the partition plate.

The parking brake is fixedly arranged at the other end, far away from the speed reducer, of the motor and used for braking a motor shaft of the motor.

Furthermore, the brake device also comprises a service brake which is fixedly arranged on the hub side of the supporting plate and used for braking the hub.

Further, the service brake comprises a brake disc and a brake caliper, the brake disc is connected with the spindle in a torsion-proof mode, and the brake caliper is fixedly arranged on the hub side of the support disc and used for clamping or releasing the brake disc.

Further, the brake caliper is plural in number and distributed along a circumferential direction of the brake disc.

The invention also discloses an electric vehicle which comprises the electric wheel and the suspension, wherein the electric wheel is the electric wheel for the vehicle, a spindle of the hub motor is connected with the hub in an anti-torsion manner, and a support disc of the hub motor is connected with the suspension.

Further, the electric vehicle is an electric truck or an electric bus.

The invention has the following beneficial effects:

1. according to the invention, the mounting position of the suspension is arranged on one side of the hub bearing by changing the mounting position of the suspension, so that the distance between the mounting position of the unsprung mass on the wheel and the hub bearing is short, a cantilever beam structure of the unsprung mass is avoided, and the operating stability, smoothness and trafficability of the vehicle are improved.

2. According to the invention, the motor is eccentrically arranged, so that the overall structure of the motor is upwardly deviated, the space below the chassis of the heavy electric vehicle is enlarged, and the driving passing performance of the heavy electric vehicle is improved; in addition, the motor, the speed reducer with large speed ratio, the service brake and the parking brake can be reasonably arranged in a limited space, and the compact assembly of internal components is realized.

3. The invention improves the speed reducer ratio of the vehicle by designing the secondary speed reducer with the intermediate shaft, meets the output requirement of heavy vehicle large torque and reduces the spatial arrangement of the speed reducer.

4. According to the invention, by designing the multi-brake caliper disc brake, the braking torque of the disc brake is greatly increased, and the defect of insufficient braking force of a single-brake caliper disc brake is effectively overcome, so that the requirement of a heavy electric vehicle on the braking torque is met; meanwhile, the parking brake is arranged at the output end of the motor, and the brake torque can be amplified by fully utilizing the speed reducer.

5. The invention realizes the compact assembly of internal parts by the form of sharing the shell by the driving motor and the reducer, and greatly simplifies the connection structure and complexity of the internal parts of the motor assembly by sharing the shell compared with the design of independently separated shells; the reinforcing ribs are fixedly distributed on the outer side of the shell, so that the rigidity and the strength of the shared shell are improved.

6. The invention reduces the axial size of the gear on the middle shaft through the double-middle reducer structure, effectively shortens the axial length of the motor assembly, and more easily meets the assembly requirements of different heavy electric vehicles; meanwhile, the double-intermediate-shaft structure effectively reduces vibration impact during gear meshing, makes power transmission softer and prolongs the service life of the gear.

Drawings

FIG. 1 is a schematic overall layout of a first embodiment of the present invention;

FIG. 2 is a schematic structural diagram of the embodiment shown in FIG. 1;

FIG. 3 is an assembled view of the embodiment of FIG. 1;

FIG. 4 is an assembled schematic view of the retarder in the embodiment of FIG. 1;

FIG. 5 is a left side view of the structure of the embodiment shown in FIG. 3;

FIG. 6 is a right side view of the structure of the embodiment shown in FIG. 3;

FIG. 7 is a schematic view of the components of the motor of the embodiment of FIG. 1;

FIG. 8 is a schematic overall layout of a second embodiment of the present invention;

FIG. 9 is a schematic structural diagram of the embodiment shown in FIG. 8;

FIG. 10 is an assembled view of the embodiment of FIG. 8;

FIG. 11 is an assembled view of the retarder in the embodiment of FIG. 8;

FIG. 12 is a schematic overall layout view of a third embodiment of the present invention;

FIG. 13 is a schematic overall layout view of a fourth embodiment of the present invention;

FIG. 14 is a schematic structural view of the embodiment shown in FIG. 13;

FIG. 15 is an assembled view of the embodiment of FIG. 13;

FIG. 16 is an assembled view of the retarder of the embodiment of FIG. 13;

FIG. 17 is a perspective view of the reducer of FIG. 16;

fig. 18 is a left side view of the structure of the decelerator shown in fig. 15.

Detailed Description

The invention is further described below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.

In the description of the present invention, it is to be understood that the terms "center", "outside", "inside", "left side", "right side", "left end", "right end", "above", "below", "axial", "radial", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, and thus, are not to be construed as limiting the present invention.

In the description of the present invention, it should be noted that the terms "mounted" and "connected" should be interpreted broadly, and may be, for example, fixedly connected or integrally connected; may be directly connected or may be connected through an intermediate medium. The specific meaning of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

Example one

As shown in fig. 1 to 8, an electric wheel for a vehicle for connecting a suspension and a hub 9 includes a parking brake 1, a right end cap 2, a motor 3, a housing 4, a speed reducer 5, a left end cap 6, a support disc 7, a service brake 8, and a hub 9. The motor 3 is used for generating and outputting driving torque, the speed reducer 5 is used for increasing the driving torque and the output torque and outputting the same to the hub 9, the parking brake 1 is used for generating and outputting parking brake torque, and the service brake 8 is used for generating and outputting service brake torque. The shell 4, the right end cover 2 and the left end cover 6 are used for forming an arrangement space for installing the motor 3 and the speed reducer 5 and providing protection, and the supporting disc 7 is used for connecting the service brake 8 and the left end cover 6 and providing a connection point for a suspension.

As shown in fig. 1 and 3, a parking brake 1, a right end cover 2, a motor 3, a reducer 5, a left end cover 6, a support disc 7, a service brake 8, and a hub 9 are arranged in this order from right to left. The right end cover 2, the shell 4 and the left end cover 6 are sequentially arranged from right to left to form a space for accommodating the motor 3, the speed reducer 5 and relevant parts.

In this embodiment, as shown in fig. 2, the main shaft 902 is coaxially connected to the hub 9, and is rotated by receiving an input of a driving torque. The motor shaft 301 of the motor 3 is not coaxial with the hub 9 and the main shaft 902, so that the motor 3 is eccentrically arranged, the arrangement space of the speed reducer 5, the service brake 8 and other parts can be enlarged, and an installation space can be reserved for the suspension, so that the suspension can extend into the hub 9 to be connected with the support plate 7.

As shown in fig. 2 and 7, the motor 3 includes a stator 307, a rotor 305, a rotor holder 303, a rotor holder support plate 304, and a motor shaft 301. The stator 307 of the motor 3 includes a stator core 306 and a stator winding 310, the stator winding 301 is fixed on the stator core 306 by winding, and the outer circle of the stator core 306 is in interference fit with the housing 4. Rotor 305 is fixed on rotor support 303, rotor support 303 is fixed on rotor support supporting plate 304, rotor support 303 and rotor support supporting plate 304 are connected through bolt 302, rotor support 303 and motor shaft 301 are connected through flat key 311 and rotate.

The inside of the case 4 is provided with a partition 401, and the partition 401 is integrally manufactured with the case 4. Baffle 401 is divided into motor chamber and reduction gear chamber with casing 4 is inside, and motor intracavity installation motor 3, reduction gear intracavity installation reduction gear 5. The right end of the motor shaft 301 is connected with the deep groove ball bearing 308, the deep groove ball bearing 308 is installed in the center of the right end cover 2, the left end of the motor shaft 301 is connected with the deep groove ball bearing 501, and the deep groove ball bearing 501 is installed in the center of the partition plate 401 of the shell 4. It can be seen that the motor shaft 301 extends through the partition 401 into the reducer cavity. The partition 401 is further provided at the center with a flange 403 extending rightward, a rotary transformer 309 is mounted in the flange 403, the rotary transformer 309 has a function of measuring the rotational speed of the motor 3, the inner ring of the rotary transformer 105 is connected to the motor shaft 301, and the outer ring is connected to the inner ring of the flange 403.

The motor 3 is a high-speed motor, and in order to ensure a large output torque and a large output power, the reducer 5 is a single-intermediate-shaft parallel-shaft reducer, and as shown in fig. 2 and 4, the reducer 5 includes an input pinion 503, an intermediate shaft 505, an intermediate pinion 506, an intermediate gearwheel 504, and an output gearwheel 510. The input pinion 503 and the output gearwheel 510 are both cylindrical modified helical gears, and the rotation direction is left-handed; the middle pinion 506 and the middle bull gear 504 are cylindrical modified helical gears, and the rotation direction is right. Gears in the speed reducer 5 are all modified helical gears, and the gear meshing of the modified helical gears can improve the running stability of the speed reducer 5, so that the noise is reduced, and the gear strength is improved.

A motor shaft 301 of the motor 3 is integrally connected with an input pinion 503, one end of the motor shaft 301 connected with the input pinion 503 is used as an input shaft 502, and the input shaft 502 is axially fixed through a deep groove ball bearing 501. The middle shaft 505 is arranged on one side of the input shaft 502 in parallel offset relative to the input shaft 502, and the middle large gear 504 and the middle small gear 506 are fixedly arranged on the middle shaft 505. The right end of the intermediate shaft 505 is connected with a deep groove ball bearing 511, and the deep groove ball bearing 511 is connected with the partition plate 401; the left end of the intermediate shaft 505 is connected with a deep groove ball bearing 507, and the deep groove ball bearing 507 is connected with the left end cover 6 to be axially fixed. Preferably, the three parts can be integrally manufactured to form the gear shaft.

The main shaft 902 is disposed on one side of the input shaft 502 in parallel offset with respect to the input shaft 502, and also in parallel offset with respect to the intermediate shaft 505. The main shaft 902 penetrates through the left end cover 6 and is rotatably mounted on the left end cover 6 through a deep groove ball bearing 512. One end of the main shaft 902 located in the reducer cavity serves as an output shaft 509, and the output large gear 510 is mounted on the output shaft 509. The right side of the output shaft 509 is connected with a deep groove ball bearing 508, and the deep groove ball bearing 508 is connected with the partition plate 401; the left side of the output shaft 509 is connected with a deep groove ball bearing 512, and the deep groove ball bearing 512 is connected with the left end cover 6 to realize axial fixation. The input pinion 503 meshes with the intermediate bull gear 504. The intermediate pinion 506 meshes with an output bull gear 510. The middle bull gear 504 and the output bull gear 510 are circumferentially bored to reduce the weight of the gears and thus reduce the load.

As shown in fig. 2, 3 and 5, the support disk 7 has opposite suspension side and hub side, the suspension side of the support disk is connected with the boss 402 on the housing 4 through the bolt 704, and the suspension side of the support disk 7 is distributed with a suspension mounting part 701 for connecting the suspension, so that the suspension mounting position is arranged at the right side of the hub bearing 901, the mounting and fixing position of the unsprung mass on the wheel is short in distance from the hub bearing 901, and the formation of the cantilever beam structure of the unsprung mass is avoided. A brake mounting portion 702 with a bolt hole 707 is distributed on the hub side of the support disc 7 for connecting the service brake 8.

The service brake 8 comprises a brake disc 803 and a brake caliper 804. The brake caliper 804 is mounted to the brake mounting portion 702 by bolts 703. Bolt holes 805 are circumferentially arranged on the brake disc 803, and the brake disc 803 is connected with the bolt holes 903 circumferentially arranged on the rim of the hub 9 one by one through bolts 802, so that the brake disc 803 is fixed. The edge of the brake disc 803 extends into the jaw of the brake caliper 804, so as to be clamped or released by the brake disc 803, thereby realizing the braking of the wheel. An inner ring of a supporting plate circular truncated cone 706 at the center of the hub side of the supporting plate 7 is in transition fit with an outer ring of a hub bearing 901, an outer ring of a central protruding part of a brake disc 803 is in interference fit with the inner ring of the hub bearing 901, and the hub bearing 901 is a double-row deep groove ball bearing.

In order to increase the braking force and reduce the radial dimension of the service brake 8, the number of the brake calipers 804 is plural, preferably, the number of the brake calipers 804 is two, and the center is symmetrically arranged on the peripheral side of the brake disc 803. The two brake calipers 804 can increase the braking torque, so that the brake calipers 804 can be further reduced in size, thereby achieving a reduced-size design of the entire service brake 8.

The parking brake 1 is coupled to the right cover 2 by a bolt 101, and the right cover 2 is circumferentially provided with a bolt hole 202 to be coupled to the housing 4 by a bolt 201. The parking brake 1 is directly used for braking the motor 3 by being connected with the motor shaft 301, and then outputs larger torque for parking braking through the speed reducer 5 under the condition of large speed reduction ratio expansion, so that the reliability of braking during parking is improved. The parking brake 1 is a drum brake.

Example two

As shown in fig. 8 to 11, an electric wheel for a vehicle for connecting a suspension and a hub 9 includes a parking brake 1, a right end cap 2, a motor 3, a housing 4, a decelerator 5, a left end cap 6, a support disc 7, a service brake 8, and a hub 9. The motor 3 is used for generating and outputting driving torque, the speed reducer 5 is used for increasing the driving torque and the output torque and outputting the same to the hub 9, the parking brake 1 is used for generating and outputting parking brake torque, and the service brake 8 is used for generating and outputting service brake torque. The shell 4, the right end cover 2 and the left end cover 6 are used for forming an arrangement space for installing the motor 3 and the speed reducer 5 and providing protection, and the supporting disc 7 is used for connecting the service brake 8 and the left end cover 6 and providing a connection point for a suspension.

As shown in fig. 8 and 10, the parking brake 1, the right end cover 2, the motor 3, the reducer 5, the left end cover 6, the support disc 7, the service brake 8, and the hub 9 are arranged in this order from right to left. The right end cover 2, the shell 4 and the left end cover 6 are sequentially arranged from right to left to form a space for accommodating the motor 3, the speed reducer 5 and relevant parts.

In this embodiment, as shown in fig. 9, the main shaft 902 is coaxially connected to the hub 9, and is rotated by receiving an input of a driving torque. The motor shaft 301 of the motor 3 is coaxial with the hub 9 and the spindle 902. This can further reduce the radial dimension of reduction gear 5 to the increase is left with the installation space of suspension, promotes the convenience that the suspension can stretch into in the wheel hub 9 and link to each other with supporting disk 7.

As shown in fig. 9, the motor 3 includes a stator 307, a rotor 305, a rotor holder 303, a rotor holder support plate 304, and a motor shaft 301. The stator 307 of the motor 3 includes a stator core 306 and a stator winding 310, the stator winding 301 is fixed on the stator core 306 by winding, and the outer circle of the stator core 306 is in interference fit with the housing 4. Rotor 305 is fixed on rotor support 303, rotor support 303 is fixed on rotor support supporting plate 304, rotor support 303 and rotor support supporting plate 304 are connected through bolt 302, rotor support 303 and motor shaft 301 are connected through flat key 311 and rotate.

The motor 3 is a high-speed motor, and in order to ensure a large output torque and a large output power, the reducer 5 is a single-intermediate-shaft parallel-shaft reducer, and as shown in fig. 9 and 11, the reducer 5 includes an input pinion 503, an intermediate shaft 505, an intermediate pinion 506, an intermediate gearwheel 504, and an output gearwheel 510. The input pinion 503 and the output gearwheel 510 are both cylindrical modified helical gears, and the rotation direction is left-handed; the middle pinion 506 and the middle bull gear 504 are cylindrical modified helical gears, and the rotation direction is right.

The main shaft 902 penetrates through the left end cover 6 and is rotatably mounted on the left end cover 6 through a deep groove ball bearing 512. One end of the main shaft 902 located in the reducer cavity serves as an output shaft 509, and the output large gear 510 is mounted on the output shaft 509. The main shaft 902 is coaxial with the input shaft 502, a housing hole is provided at the left end of the input pinion 503, and the right end of the output shaft 509 is rotatably mounted in the housing hole through a bearing.

The right side of the output shaft 509 is connected with a deep groove ball bearing 508, and the deep groove ball bearing 508 is connected with the partition plate 401; the left side of the output shaft 509 is connected with a deep groove ball bearing 512, and the deep groove ball bearing 512 is connected with the left end cover 6 to realize axial fixation. The input pinion 503 meshes with the intermediate bull gear 504. The intermediate pinion 506 meshes with an output bull gear 510. The middle bull gear 504 and the output bull gear 510 are circumferentially bored to reduce the weight of the gears and thus reduce the load.

As shown in fig. 9 and 10, the support disk 7 has opposite suspension side and hub side, the suspension side of the support disk is connected with the boss 402 on the housing 4 through the bolt 704, and the suspension side of the support disk 7 is distributed with a suspension mounting part 701 for connecting the suspension, so that the suspension mounting position is arranged at the right side of the hub bearing 901, the mounting and fixing position of the unsprung mass on the wheel is short distance from the hub bearing 901, and the formation of the cantilever beam structure of the unsprung mass is avoided. A brake mounting portion 702 with a bolt hole 707 is distributed on the hub side of the support disc 7 for connecting the service brake 8.

EXAMPLE III

As shown in fig. 12, the difference from the second embodiment is that in the present embodiment, the number of the intermediate shafts 505, the intermediate large gears 504 and the intermediate small gears 506 is two, and one intermediate large gear 504 and one intermediate small gear 506 are respectively disposed on each intermediate shaft 505. In this embodiment, the number of the intermediate shafts 505 can be set to be larger according to the actual load condition, so as to share the load.

The center of the right end cover 2 is also provided with a flange 203 extending leftwards, a rotary transformer 309 is arranged in the flange 203, the rotary transformer 309 has the function of measuring the rotating speed of the motor 3, the inner ring of the rotary transformer 105 is connected with the motor shaft 301, and the outer ring of the rotary transformer is connected with the inner ring of the flange 203.

Example four

As shown in fig. 13 to 18, an electric wheel for a vehicle for connecting a suspension and a hub 9 includes a parking brake 1, a right end cap 2, a motor 3, a housing 4, a decelerator 5, a left end cap 6, a support disc 7, a service brake 8, and a hub 9. The motor 3 is used for generating and outputting driving torque, the speed reducer 5 is used for increasing the driving torque and the output torque and outputting the same to the hub 9, the parking brake 1 is used for generating and outputting parking brake torque, and the service brake 8 is used for generating and outputting service brake torque. The shell 4, the right end cover 2 and the left end cover 6 are used for forming an arrangement space for installing the motor 3 and the speed reducer 5 and providing protection, and the supporting disc 7 is used for connecting the service brake 8 and the left end cover 6 and providing a connection point for a suspension.

As shown in fig. 13 and 15, the parking brake 1, the right end cover 2, the motor 3, the reducer 5, the left end cover 6, the support disc 7, the service brake 8, and the hub 9 are arranged in this order from right to left. The right end cover 2, the shell 4 and the left end cover 6 are sequentially arranged from right to left to form a space for accommodating the motor 3, the speed reducer 5 and relevant parts.

In this embodiment, as shown in fig. 14, the main shaft 902 is coaxially connected to the hub 9, and is rotated by receiving an input of a driving torque. The motor shaft 301 of the motor 3 is not coaxial with the hub 9 and the main shaft 902, so that the motor 3 is eccentrically arranged, the arrangement space of the speed reducer 5, the service brake 8 and other parts can be enlarged, and an installation space can be reserved for the suspension, so that the suspension can extend into the hub 9 to be connected with the support plate 7.

As shown in fig. 14, the motor 3 includes a stator 307, a rotor 305, a rotor holder 303, a rotor holder support plate 304, and a motor shaft 301. The stator 307 of the motor 3 includes a stator core 306 and a stator winding 310, the stator winding 301 is fixed on the stator core 306 by winding, and the outer circle of the stator core 306 is in interference fit with the housing 4. Rotor 305 is fixed on rotor support 303, rotor support 303 is fixed on rotor support supporting plate 304, rotor support 303 and rotor support supporting plate 304 are connected through bolt 302, rotor support 303 and motor shaft 301 are connected through flat key 311 and rotate.

The motor 3 is a high-speed motor, and in order to ensure large output torque and large output power, the reducer 5 is a parallel shaft reducer, and as shown in fig. 14, 17 and 18, the reducer 5 includes an input pinion 503, an intermediate shaft 505, an intermediate pinion 506, an intermediate gearwheel 504 and an output gearwheel 510. The input pinion 503 and the output gearwheel 510 are both cylindrical modified helical gears, and the rotation direction is left-handed; the middle pinion 506 and the middle bull gear 504 are cylindrical modified helical gears, and the rotation direction is right.

A motor shaft 301 of the motor 3 is integrally connected with an input pinion 503, one end of the motor shaft 301 connected with the input pinion 503 is used as an input shaft 502, and the input shaft 502 is axially fixed through a deep groove ball bearing 501. The number of the intermediate shafts 505 is two, the two intermediate shafts 505 are arranged on one side of the input shaft 502 in a parallel offset manner relative to the input shaft 502, the number of the intermediate large gears 504 and the number of the intermediate small gears 506 are also two, and each of the intermediate large gears 504 and the intermediate small gears 506 is fixedly arranged on one corresponding intermediate shaft 505. The right end of the intermediate shaft 505 is connected with a deep groove ball bearing 511, and the deep groove ball bearing 511 is connected with the partition plate 401; the left end of the intermediate shaft 505 is connected with a deep groove ball bearing 507, and the deep groove ball bearing 507 is connected with the left end cover 6 to be axially fixed. Preferably, the three parts can be integrally manufactured to form the gear shaft.

It should be noted that, there are four mounting positions for mounting the bearings on the partition 401, where the mounting position of the bearing of the input shaft 502 is different from the mounting positions of the other three bearings, and the mounting position of the bearing of the input shaft 502 is at a position away from the hub side of the input pinion 503, so as to achieve the purpose of mounting and optimizing the spatial layout in cooperation with the other three bearings.

As shown in fig. 14, 15 and 16, the support disk 7 has opposite suspension side and hub side, the suspension side of the support disk is connected with the boss 402 on the housing 4 through the bolt 704, and the suspension side of the support disk 7 is distributed with a suspension mounting part 701 for connecting the suspension, so that the suspension mounting position is arranged at the right side of the hub bearing 901, the mounting and fixing position of the unsprung mass on the wheel is short distance from the hub bearing 901, and the formation of the cantilever beam structure of the unsprung mass is avoided. A brake mounting portion 702 with a bolt hole 707 is distributed on the hub side of the support disc 7 for connecting the service brake 8.

In the embodiment, the speed reducer 5 is in a double-middle structure, so that the axial size of a gear on a middle shaft is reduced, the axial length of a hub motor assembly is effectively shortened, and the assembly requirements of different heavy electric vehicles are easily met; meanwhile, the double-intermediate-shaft structure effectively reduces vibration impact during gear meshing, makes power transmission softer and prolongs the service life of the gear.

In the above embodiment, the side wall of the housing 4 is further provided with a spiral water tank for cooling. And heat-conducting epoxy resin is also arranged in the motor cavity and filled between the inner wall of the motor cavity and the stator winding for cooling. Because the supporting disk 7 is used as a main stress component, the strength of the supporting disk 7 can be improved by directly optimizing the structure of the supporting disk, structural optimization of other components is not needed, the design and manufacturing difficulty is reduced, and convenience is brought to the miniaturization and integration of the power component of the electric wheel.

Based on the same inventive concept, the invention also provides an electric vehicle, which comprises an electric wheel and a suspension, wherein the electric wheel is any one of the first embodiment to the fourth embodiment of the electric wheel for the vehicle, a main shaft of a hub motor is connected with a hub in an anti-torsion manner, and a support disc of the hub motor is connected with the suspension. Because electronic round can provide great drive power and have higher intensity, consequently be applicable to electric truck or [ electric ] motor coach's power solution more.

The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.

Claims

1. An electric wheel for a vehicle includes a motor and a reducer; the method is characterized in that: the device also comprises a main shaft and a supporting disk; the main shaft is used for driving a wheel hub, and the motor is connected with the main shaft through the speed reducer; the supporting disk is provided with opposite suspension sides and hub sides, and the suspension sides of the supporting disk are used for connecting a suspension and fixing the motor and the speed reducer; the main shaft penetrates through and is in rotating connection with the supporting disc.

2. The vehicular electric wheel according to claim 1, characterized in that: the speed reducer is a parallel shaft speed reducer.

3. The electric wheel for vehicle according to claim 2, wherein: the speed reducer comprises an input pinion, a middle gearwheel, an intermediate shaft, a middle pinion and an output gearwheel; the input small gear is connected with a motor shaft of the motor, the middle large gear and the middle small gear are fixedly arranged on the middle shaft, and the output large gear is connected with the main shaft; the input pinion is meshed with the middle gearwheel, and the output gearwheel is meshed with the middle pinion; the motor shaft, the intermediate shaft and the main shaft are mutually offset.

4. The electric wheel for vehicle according to claim 2, wherein: the speed reducer comprises an input pinion, a middle gearwheel, an intermediate shaft, a middle pinion and an output gearwheel; the input small gear is connected with a motor shaft of the motor, the middle large gear and the middle small gear are fixedly arranged on the middle shaft, and the output large gear is connected with the main shaft; the input pinion is meshed with the middle gearwheel, and the output gearwheel is meshed with the middle pinion; the motor shaft and the intermediate shaft are offset from each other, and the motor shaft is coaxial with the main shaft.

5. The vehicular electric wheel according to claim 3 or 4, characterized in that: the number of the intermediate shafts, the number of the intermediate large gears and the number of the intermediate small gears are two, and each intermediate shaft is provided with an intermediate large gear and an intermediate small gear.

6. The vehicular electric wheel according to claim 3 or 4, characterized in that: the input pinion, the middle gearwheel, the middle pinion and the output gearwheel are all deflection bevel gears.

7. The vehicular electric wheel according to claim 3 or 4, characterized in that: the motor and the speed reducer are fixedly arranged on the suspension side of the supporting disc and accommodated in the shell.

8. The vehicular electric wheel according to claim 7, characterized in that: a partition plate is arranged in the shell and divides the shell into a motor cavity and a speed reducer cavity, the motor is arranged in the motor cavity, and the speed reducer is arranged in the speed reducer cavity; the motor shaft penetrates through and is connected with the partition plate.

9. The vehicular electric wheel according to claim 1, characterized in that: the parking brake is fixedly arranged at the other end, far away from the speed reducer, of the motor and used for braking a motor shaft of the motor.

10. The vehicular electric wheel according to claim 1, characterized in that: the brake device further comprises a service brake, wherein the service brake is fixedly arranged on the hub side of the supporting disc and used for braking the hub.

11. The vehicular electric wheel according to claim 10, characterized in that: the service brake comprises a brake disc and brake calipers, the brake disc is connected with the spindle in a torsion-resistant mode, and the brake calipers are fixedly arranged on the hub side of the support disc and used for clamping or releasing the brake disc.

12. The vehicular electric wheel according to claim 11, characterized in that: the brake caliper is multiple in number and distributed along the circumferential direction of the brake disc.

13. An electric vehicle, comprising an electric wheel and a suspension, characterized in that: the electric wheel is the electric wheel for vehicle of claim 1, the spindle of the hub motor is connected with the hub in a torsion-proof manner, and the support plate thereof is connected with the suspension.

14. The electric vehicle of claim 13, wherein the electric vehicle is an electric truck or an electric bus.