CN114407645A - Wheel-side speed reduction driving system adopting idle wheel transmission - Google Patents
Wheel-side speed reduction driving system adopting idle wheel transmission Download PDFInfo
- Publication number
- CN114407645A CN114407645A CN202210000171.9A CN202210000171A CN114407645A CN 114407645 A CN114407645 A CN 114407645A CN 202210000171 A CN202210000171 A CN 202210000171A CN 114407645 A CN114407645 A CN 114407645A
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- Prior art keywords
- idler
- wheel
- hub
- gear
- gear ring
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/065—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing disc
Abstract
The invention belongs to the field of electric automobiles, and discloses a wheel edge speed reduction driving system adopting idler wheel transmission, which comprises a disc brake (1), a driving motor (2), a hub bearing (4), an idler wheel speed reducer (5), a rim (6) and a hub (7), wherein the idler wheel speed reducer (5) is arranged between the driving motor (2) and the hub (7), power is transmitted to the idler wheel speed reducer (5) from the driving motor (2), and is output to the hub (7) after speed reduction and torque increase so as to drive wheels to rotate. The invention solves the problem that the brake caliper of the traditional disc brake occupies the inner space of the rim due to overlarge volume. The idler reduction gear installs two idlers between pinion and ring gear, solves the pinion and too close to the internal gear, causes the problem that motor and internal gear structure interfere easily, also is convenient for simultaneously through two idler transmission structures, improves bearing capacity.
Description
Technical Field
The invention belongs to the field of electric automobiles, and relates to a wheel edge speed reduction driving system adopting idler wheel transmission.
Background
The power driving system is an important component of an electric vehicle, and the existing electric vehicle driving modes mainly include centralized driving and distributed driving, wherein the distributed driving modes include wheel edge driving and wheel hub driving. In the present mass-produced vehicle type, the driving method still mainly adopts centralized driving. Centralized driving currently has the following disadvantages: long power transmission path, low transmission efficiency, more parts, complex structure and the like. The distributed driving saves the traditional differential mechanism and transmission shaft, effectively saves space and reduces the height of the floor. Meanwhile, the motor is directly arranged on the wheel edge or inside the wheel rim, so that power transmission paths are greatly reduced, the structure is simplified, and the transmission efficiency is improved. The vehicle can realize independent steering and independent driving control of four wheels, and better control performance is realized.
Most of the existing wheel edge driving design schemes adopt a planetary gear speed reduction driving structure. The planetary gear reducer has the disadvantages of complex structure, high precision requirement on manufacturing and installation, and high manufacturing cost and maintenance cost. And because the power of the planetary gear reducer is generally output from a gear ring or a planet carrier, the installation position of the motor matched with the power is limited, and the axis of the motor needs to be consistent with the axis of the sun gear of the planetary gear reducer. Because the installation position of the motor can not be flexibly adjusted, when the wheel reduction mechanism is integrated with a vehicle, the wheel reduction mechanism is easy to generate kinematic interference with a suspension system and a steering system on the vehicle.
The conventional braking mode of the car adopts a disc brake, and the disc brake has the advantages of good braking performance, relatively simple structure, good heat dissipation performance and stable braking efficiency. Disc brake often installs the position that is close to the tire outside in the rim, because its brake caliper axial dimension is great, and the shape is irregular, has occupied the inside space of more rim, has compressed the installation space of hub reduction gear, has increased the design degree of difficulty of reduction gear, is unfavorable for the integration and the installation of reduction gear and motor on the vehicle.
Disclosure of Invention
Based on the problems, the invention provides a hub reduction driving system adopting an idler wheel for transmission. This scheme is direct to install high-speed inner rotor motor in the wheel limit of wheel, through idler reduction gear drive wheel, has effectively shortened the length of driving chain, has improved electric motor car drive efficiency. In order to achieve the above purpose, the present invention proposes the following solutions:
the utility model provides an adopt driven wheel limit speed reduction actuating system of idler, includes disk brake (1), driving motor (2), wheel hub bearing (4), idler reduction gear (5), rim (6) and wheel hub (7), and idler reduction gear (5) are installed between driving motor (2) and wheel hub (7), and power is transmitted to idler reduction gear (5) from driving motor (2), through reducing speed increase turn round after output to wheel hub (7), the drive wheel rotates.
The driving motor (2) is a high-speed inner rotor motor, and the motor shaft has power output at the left end and the right end of the driving motor (2); the disc brake is arranged on a motor shaft extending out of the driving motor (2) close to the end of the suspension; and the brake calipers of the disc brake are fixedly connected to a shell of the driving motor (2) through bolts.
Further, an end cover (52) is arranged between the hub bearing (4) and the hub (7).
Further, the idler speed reducer (5) includes a second lock nut (51), an end cover (52), a pinion shaft (53), a ring gear bracket (54), an outer housing (55), an input shaft bearing (56), an inner housing (57), an idler (58), an idler bracket (59), a pinion (515), and a ring gear (514); after being meshed with the gear ring (514), the two symmetrically arranged idle gears (58) are meshed with the pinion (515).
Further, a gear ring (514) of the idler speed reducer (5) is fixed on the hub bearing (4) through a gear ring bracket (54); the gear ring support (54) and the end cover (52) are fixed on the hub (7) through bolt connection.
Furthermore, the inner shell (57) and the outer shell (55) are connected through bolts, and the inner shell (57) and the half shaft are integrated and connected with the suspension through a flange plate (3).
Further, an idler pulley (58) is supported on the inner housing (57) by an idler pulley bracket (59).
The driving motor (2) is a high-speed inner rotor motor, and an output shaft is processed into an external spline and extends out of a part of each of the front end and the rear end of the driving motor (2).
The idler wheel speed reducer (5) is fixedly connected to the vehicle body through a suspension.
The idler speed reducer (5) adds two symmetrically arranged idler gears (58) to the meshing of the pinion gear (515) and the gear ring (514) for auxiliary transmission. An input shaft of the idler speed reducer (5) is a hollow gear shaft, an inner ring of the idler speed reducer is processed into a spline, and the spline is connected with an output shaft at the front end of the driving motor (2) through the spline. Power can be input to the pinion (515) by the driving motor (2). The pinion shaft (53) of the idler speed reducer (5) is supported in a cantilever manner and is supported on the inner housing (57) by an input shaft bearing (56). The input shaft bearing (56) is axially fixed by an inner housing (57), a first lock nut (516) and a circlip for a hole.
The gear ring (514) of the idler gear reducer (5) is connected with the gear ring bracket (54) in an interference fit mode.
The gear ring support (54) is a circular thin plate, a circular boss is arranged at the center of the gear ring support, and a circular through hole is formed in the boss.
An inner housing (57) having a circular shape and a circular stepped boss at the center thereof; the outer edge of the inner shell (57) is provided with 8 bolt holes which are connected with the outer shell (55) through bolts. The outer casing (55) is cylindrical in shape and has a circular through hole at its end face. The center round hole of the outer shell (55) and the gear ring bracket (54) are sealed through a sealing ring.
The inner ring of the hub bearing (4) is arranged outside the central boss of the inner shell (57), and the outer ring is arranged inside the central circular hole of the gear ring bracket (54) and is connected in a matching way. When the vehicle runs, the gear ring (514) and the gear ring bracket (54) drive the outer ring of the hub bearing (4) to rotate, and the inner ring of the hub bearing (4) is fixed. The hub bearing (4) is axially positioned through a shaft shoulder, the end face of the gear ring support (54), the end cover (52) and the second locking nut (51). The end cover (52) is arranged on the outer end face of the gear ring support (54) and the outer end face of the hub bearing (4) and connected with the gear ring support (54) and the hub (7) through bolts.
An idler (58) of the idler speed reducer (5) is supported on the inner housing (57) by an idler support (59). The idler wheel bracket (59) and the inner shell (57) are connected in a threaded mode. The idler bracket (59) includes an idler shaft (512), a baffle (511), and a bracket shaft (510). A single idler (58) is supported on an idler shaft (512) of the idler support (59) by two side-by-side idler shaft bearings (513). A stop plate (511) is arranged on each side of the idle wheel (58) and fixed on the idle wheel shaft (512) through pin connection, axial positioning is provided for the idle wheel (58), and axial movement of the idle wheel (58) during rotation is prevented. The two sides of the idler shaft bearing (513) are axially positioned by the end face of the idler (58), the baffle plate (511) and the circlip for the hole. The included angle of radial force that the included angle received between the line of baffle (511), two round holes and middle round hole about, equals.
Compared with the structure of a common planetary gear reducer, the idler wheel reducer (5) provided by the invention has the advantages that the structure is simpler, the axial size is shorter, the unsprung mass can be obviously reduced, the riding comfort of a vehicle is improved, the cost can be saved, the installation position of the driving motor (2) can be flexibly adjusted by adjusting the number of teeth of the idler wheel (58) and the angle of the idler wheel reducer (5) rotating around the center of a wheel, and the problem that the wheel-side reducer is prone to kinematic interference with a suspension system and a steering system is effectively solved.
The invention solves the problem that the structure interference between the driving motor (2) and the gear ring (514) is easy to occur because the pinion (515) is too close to the gear ring (514) by additionally arranging the idler (58), and is convenient to improve the bearing capacity through a double-idler transmission structure.
The invention redesigns the installation position of the disc brake (1), and the disc brake (1) is installed on the motor output shaft (21), thereby effectively reducing the braking torque and reducing the axial size and unsprung mass of the brake. Since the brake is not mounted inside the rim (6), there is sufficient space inside the rim (6) for mounting the idler speed reducer (5) and the drive motor (2).
Drawings
FIG. 1 is an exploded view of an assembly of a wheel-side reduction drive system using idler gearing according to the present invention.
FIG. 2 is a cross-sectional view of an assembly structure of a hub reduction drive system using an idler drive according to the present invention.
Fig. 3 is a schematic diagram of the internal structure of the reducer of the wheel-side reduction driving system adopting the idler transmission of the invention.
Fig. 4 is a structural schematic diagram of a gear ring support of a wheel-side reduction driving system adopting idler transmission and a sectional view in the direction of A-A.
Reference numerals: 1-disc brake, 11-brake caliper, 12-brake disc, 2-drive motor, 21-motor output shaft, 22-motor housing, 3-flange, 4-hub bearing, 5-idler speed reducer, 51-second lock nut, 52-end cover, 53-pinion shaft, 54-ring gear bracket, 55-outer housing, 56-input shaft bearing, 57-inner housing, 58-idler, 59-idler bracket, 510-bracket shaft, 511-baffle, 512-idler shaft, 513-idler shaft bearing, 514-ring gear, 515-pinion, 516-first lock nut, 6-rim, 7-hub.
Detailed Description
The invention will be further explained with reference to the drawings. It should be noted that the embodiments described herein are only for illustrating and explaining the present invention and do not limit the application of the present invention.
As shown in fig. 1-3, the invention provides a wheel-side deceleration driving system adopting idler wheel transmission, which comprises a disc brake 1, a driving motor 2, a hub bearing 4, an idler wheel speed reducer 5, a rim 6 and a hub 7, wherein the idler wheel speed reducer 5 is installed between the driving motor 2 and the hub 7, power is transmitted from the driving motor 2 to the idler wheel speed reducer 5, is output to the hub 7 after speed reduction and torque increase, a wheel is driven to rotate, an idler wheel 58 is installed between a pinion 515 and a gear ring 514 for auxiliary transmission, and a relative motion relationship is formed between the idler wheel 58 and an idler wheel shaft 512.
The brake disc 12 is connected to one end of the motor output shaft 21 close to the suspension through a spline, and the brake caliper 11 is fixed to the motor housing 22 through a bolt connection. One end of the motor output shaft 21 close to the speed reducer is connected with the pinion shaft 53 through an external spline, and the driving motor 2 is fixed on the inner shell 57 through the group of bolts of the flange plates 3 and 4. The inner housing 57 is flanged to provide radial support and axial location for the outer race of the input shaft bearing 56. The inner race of the input shaft bearing 56 is axially positioned by the shoulder of the pinion shaft 53 and the first lock nut 516. The idler gear 58 meshes with both the pinion gear 515 and the ring gear 514, and is fixed to the inner housing 57 by an idler holder 59. The idler bracket 59 is composed of a bracket shaft 510 and 2 baffle plates 511, and the baffle plates 511 are connected with the bracket shaft through pins. Idler 58 is supported on idler shaft 512 by a pair of idler shaft bearings 513, and flapper 511 is secured to idler shaft 512 by a pin. The purpose of the baffle 511 is to limit the axial movement of the idler gear 58 during gear operation and to balance the radial forces experienced by the idler gear 58 to some extent.
The bracket shaft 510 and the 2 idler shafts 512 are threaded at their ends and are attached to the inner housing 57 by nuts. The hub bearing 4 is mounted on a central boss of the inner housing 57, the outer ring of the hub bearing 4 is axially positioned by the end cap 52, and the inner ring of the hub bearing 4 is axially positioned by the boss and the second lock nut 51. The ring gear 514 is mechanically connected with the ring gear support 54 through interference fit. The ring gear 514 is supported on the outer ring of the hub bearing 4 by the ring gear bracket 54, and a gap of 2mm is left between the ring gear bracket 54 and the baffle 511 to prevent interference during movement. The ring gear 514 and the end cover 52 are bolted to the hub 7. The inner shell 57 and the outer shell 55 are connected by 8 bolts, and a seal ring is arranged between the outer shell 55 and the gear ring 514 for sealing.
When the vehicle normally runs, the power transmission route of the wheel-side deceleration driving system provided by the invention is as follows:
on one hand, power is output from the driving motor 2, and is transmitted to the pinion 515 through spline connection at one end of an output shaft of the motor 21 close to the idle gear speed reducer 5, is transmitted to the gear ring 514 through gear engagement, and is transmitted to the hub 7 through bolt connection, so that the driving process of the vehicle is realized; on one hand, one end of the output shaft of the motor 21 close to the suspension is transmitted to the brake disc 12 through spline connection, and the brake caliper 11 applies brake torque to the brake disc 12 to realize the braking process of the vehicle.
The fully-sealed idle wheel speed reducer 5 structure is designed, the design idea of modular design is adopted, different transition structures can be additionally arranged on the inner shell 57 to be connected with different suspensions, the universality is strong, and the fully-sealed idle wheel speed reducer is suitable for different chassis structures. Compared with the traditional scheme, the double-idler wheel 58 is additionally arranged for auxiliary transmission, the problem that the motor is easy to structurally interfere with the gear ring 514 due to the fact that the pinion 515 is too close to the gear ring 514 is effectively solved, and the bearing capacity can be improved through the transmission structure of the double-idler wheel 58.
Meanwhile, the invention also considers the problem of the installation position of the driving motor 2 in the wheel rim 6. By varying the number of teeth of the idler gear 58, the size of the idler gear 58, and thus the radial relative position of the pinion 515 and the ring gear 514, can be varied without changing the gear module. Since the axial center of the driving motor 2 needs to be on the same straight line with the axial center of the pinion 515, the radial relative position of the driving motor 2 and the idler speed reducer 5 can also be changed. And the idler speed reducer 5 can be rotated about the wheel center to find the optimum mounting position of the drive motor 2, positional displacement of the drive motor 2 in the wheel rotating direction can be achieved. Namely, the installation position of the driving motor 2 can be flexibly adjusted by adjusting the number of teeth of the idle wheel 58 and the rotation angle of the idle wheel speed reducer 5, and the problem of motion interference of the driving motor with a vehicle suspension system and a steering system can be effectively avoided.
It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the embodiments described herein, and those skilled in the art should make improvements and modifications within the scope of the present invention based on the disclosure of the present invention.
Claims (8)
1. The utility model provides an adopt driven wheel limit speed reduction actuating system of idler, includes disc brake (1), driving motor (2), wheel hub bearing (4), idler reduction gear (5), rim (6) and wheel hub (7), its characterized in that: the idler speed reducer (5) is arranged between the driving motor (2) and the wheel hub (7), power is transmitted to the idler speed reducer (5) from the driving motor (2), and is output to the wheel hub (7) after speed reduction and torque increase, so that the wheel is driven to rotate.
2. The wheel-side reduction drive system using an idler drive as in claim 1, wherein: an end cover (52) is arranged between the hub bearing (4) and the hub (7).
3. The wheel-side reduction drive system using an idler drive as in claim 1, wherein: the idle gear reducer (5) comprises a second lock nut (51), an end cover (52), a pinion shaft (53), a gear ring bracket (54), an outer shell (55), an input shaft bearing (56), an inner shell (57), an idle gear (58), an idle gear bracket (59), a pinion (515) and a gear ring (514); after being meshed with the gear ring (514), the two symmetrically arranged idle gears (58) are meshed with the pinion (515).
4. The wheel-side reduction drive system using an idler drive according to claim 3, wherein: the gear ring support (54) is a circular thin plate, a circular boss is arranged at the center of the gear ring support, and a circular through hole is formed in the boss.
5. The wheel-side reduction drive system using an idler drive according to claim 3, wherein: the idler bracket (59) comprises an idler shaft (512), a baffle plate (511) and a bracket shaft (510).
6. The wheel-side reduction drive system using an idler drive according to claim 3, wherein: the gear ring (514) is fixed on the hub bearing (4) through a gear ring bracket (54); the gear ring support (54) and the end cover (52) are fixed on the hub (7) through bolt connection.
7. The wheel-side reduction drive system using an idler drive according to claim 3, wherein: the inner shell (57) is connected with the outer shell (55) through bolts, the inner shell (57) and the half shaft are integrated, and the inner shell is connected with the suspension through a flange plate (3).
8. The wheel-side reduction drive system using an idler drive according to claim 3, wherein: the idler (58) is supported on the inner housing (57) by an idler support (59).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210000171.9A CN114407645A (en) | 2022-01-03 | 2022-01-03 | Wheel-side speed reduction driving system adopting idle wheel transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210000171.9A CN114407645A (en) | 2022-01-03 | 2022-01-03 | Wheel-side speed reduction driving system adopting idle wheel transmission |
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| Publication Number | Publication Date |
|---|---|
| CN114407645A true CN114407645A (en) | 2022-04-29 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210000171.9A Pending CN114407645A (en) | 2022-01-03 | 2022-01-03 | Wheel-side speed reduction driving system adopting idle wheel transmission |
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Citations (12)
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| US3954026A (en) * | 1974-12-06 | 1976-05-04 | Clark Equipment Company | Wheel drive mechanism |
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| US20070193791A1 (en) * | 2006-02-17 | 2007-08-23 | Honda Motor Co., Ltd. | Vehicle wheel driving apparatus and electric motor |
| EP2360045A1 (en) * | 2010-02-15 | 2011-08-24 | Micro-Motor AG | Electric single wheel drives for a wheelchair |
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| CN202174932U (en) * | 2011-07-04 | 2012-03-28 | 同济大学 | Integrated hub reduction type electric driving system with single-trailing-arm suspension |
| KR20120031390A (en) * | 2010-09-24 | 2012-04-03 | 현대모비스 주식회사 | In wheel driven system |
| CN102887061A (en) * | 2011-07-23 | 2013-01-23 | 南昌瑞尔汽车租赁服务有限公司 | Multi-drive synchronization method of motor |
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| CN210970656U (en) * | 2019-07-10 | 2020-07-10 | 林利平 | Outer hub rotating hub-like driving wheel |
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2022
- 2022-01-03 CN CN202210000171.9A patent/CN114407645A/en active Pending
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| CN102887061A (en) * | 2011-07-23 | 2013-01-23 | 南昌瑞尔汽车租赁服务有限公司 | Multi-drive synchronization method of motor |
| US20150159413A1 (en) * | 2013-12-05 | 2015-06-11 | Lianhong Art Co., Ltd. | Transmission mechanism for dual-shaft hinge |
| JP2017150656A (en) * | 2015-12-04 | 2017-08-31 | 日本精工株式会社 | Hub bearing |
| CN210970656U (en) * | 2019-07-10 | 2020-07-10 | 林利平 | Outer hub rotating hub-like driving wheel |
| CN112115619A (en) * | 2020-09-22 | 2020-12-22 | 南昌智能新能源汽车研究院 | Method for calculating jolting characteristic of power assembly |
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