CN118149083A - Hub driving system with built-in continuously variable transmission and clutch - Google Patents
Hub driving system with built-in continuously variable transmission and clutch Download PDFInfo
- Publication number
- CN118149083A CN118149083A CN202410348508.4A CN202410348508A CN118149083A CN 118149083 A CN118149083 A CN 118149083A CN 202410348508 A CN202410348508 A CN 202410348508A CN 118149083 A CN118149083 A CN 118149083A
- Authority
- CN
- China
- Prior art keywords
- belt wheel
- hub
- tensioning
- pinch rollers
- steel wire
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 25
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 24
- 239000010959 steel Substances 0.000 claims abstract description 24
- 239000003638 chemical reducing agent Substances 0.000 abstract description 4
- 230000009347 mechanical transmission Effects 0.000 abstract description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0003—Arrangement or mounting of elements of the control apparatus, e.g. valve assemblies or snapfittings of valves; Arrangements of the control unit on or in the transmission gearbox
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/42—Ratio indicator devices
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
Abstract
The embodiment of the invention discloses a hub driving system with a built-in continuously variable transmission and a clutch, which comprises a belt wheel reducing device, a tensioning device, a hub and a steel wire toothed belt, wherein the reducing device and the tensioning device are arranged in the hub; the belt wheel reducing device comprises an input shaft, four fork arms, a cross sliding rail, a reducing electric cylinder and four belt wheel devices, wherein the tail ends of the four fork arms are respectively connected with one side of the belt wheel device in a rotating mode, the head end of the belt wheel device is hinged to the rear end of the input shaft, the reducing electric cylinder is arranged between the center of the cross sliding rail and the tail end of the input shaft, and the other side of the belt wheel device is arranged on the cross sliding rail in a sliding mode. The invention can realize the stepless speed reducer in the wheel hub space, and the clutch is integrated on the basis of the stepless speed reducer, so that the power can be disconnected from the angle of mechanical transmission, and the danger caused by failure of an electric door and the like can be avoided to a certain extent.
Description
Technical Field
The present invention relates to a driving device, and more particularly, to a hub driving system with a continuously variable transmission and a clutch.
Background
The fields of automobile industry, speed reducers and the like are one of the main directions of domestic development in recent years, and continuously variable transmissions are also valued in the industry as key parts of automobiles. The novel automobile is oriented to the specific requirements of optimizing the space in the middle of the automobile body of the traditional automobile, the novel energy automobile and the like at present, and innovative designs and integration of a speed reducer, a clutch and the like become the necessary trend. The existing continuously variable transmission used for the traditional energy automobile mainly adopts steel belt additional variable diameter cone pulley transmission, and the diameter change of a driving wheel and a driven wheel is realized by extruding the steel belt through the variable diameter cone pulley, so that the reduction ratio is changed. However, the steel belt and cone pulley still have certain spans, and inevitably occupy more vehicle body space. The new energy automobile generally uses fixed transmission ratio transmission, is generally positioned between a motor and a wheel output shaft, occupies part of the middle space of the automobile body, is more bore in realizing stepless speed change on the new energy automobile, and is usually realized by adopting a high-performance large motor and a plurality of motors, so that the economy is lower. The realization of the integrated clutch on the electric automobile is also of great significance. Most electric vehicles are not provided with clutches, and when an electric valve fails, power is continuously output to wheels, so that safety accidents are caused. The integrated clutch on the electric automobile can disconnect power from mechanical transmission when braking is needed, and even if the electric door of the automobile fails, torsion cannot be output to wheels, so that braking can be realized.
Disclosure of Invention
The technical problem to be solved by the embodiment of the invention is to provide a hub driving system with a built-in continuously variable transmission and a clutch. The purposes of speed change and clutch can be simultaneously realized.
In order to solve the technical problems, the embodiment of the invention provides a hub driving system with a built-in continuously variable transmission and a clutch, which is characterized by comprising a pulley diameter-changing device (100), a tensioning device (200), a hub (300) and a steel wire toothed belt (270), wherein the diameter-changing device (100) and the tensioning device (200) are arranged in the hub; the belt wheel reducing device comprises an input shaft (110), four fork arms, a cross slide rail (170), a reducing electric cylinder (140) and four belt wheel devices (150), wherein the tail ends of the four fork arms are respectively connected with one side of the belt wheel devices in a rotating mode, the head end of each of the four fork arms is hinged to the rear end of the input shaft, the reducing electric cylinder is arranged between the center of the cross slide rail and the tail end of the input shaft, and the other side of the belt wheel device is arranged on the cross slide rail in a sliding mode; the inner ring of the hub (300) is provided with inner teeth, the steel wire toothed belt part is in fit engagement with the inner teeth through the tensioning device, the belt wheel device is in transmission connection with the steel wire toothed belt, the belt wheel device comprises a band-type brake motor and a belt wheel, and the belt wheel is arranged at the output end of the band-type brake motor
Wherein, at least there is universal joint transmission between input shaft and the output shaft of power motor.
The tensioning device (200) comprises two adjustable tensioning devices (210), tensioning adjustment electric cylinders (220), a mounting plate (230), fixed tensioning devices (240) and frame connecting pieces (260), wherein the two adjustable tensioning devices are hinged to the mounting plate of the tensioning devices, the tensioning adjustment electric cylinders are hinged to the two adjustable tensioning devices respectively and used for controlling included angles of the two adjustable tensioning devices, the fixed tensioning devices (240) are fixedly mounted on the frame connecting pieces and used for carrying out partial fixed pressing on the steel wire toothed belt on the inner teeth, and the mounting plate is fixedly mounted on the frame connecting pieces.
The fixed tensioning device (240) comprises a support and at least two fixed pinch rollers arranged on the support, wherein the fixed pinch rollers are arranged on the support in a sliding mode, and springs are arranged between the fixed pinch rollers and the support.
Wherein, at least one of the connecting rods of the adjustable tensioning device (210) is provided with a radial chute, one end of the tensioning adjustment electric cylinder is hinged with one of the connecting rods, and the other end of the tensioning adjustment electric cylinder is arranged in the chute in a sliding way.
The tail ends of connecting rods of the two adjustable tensioning devices (210) are provided with adjusting pinch rollers, springs are arranged between the adjusting pinch rollers and the tail ends of the connecting rods, the steel wire toothed belt is attached to the inner teeth through the fixed pinch rollers and the adjusting pinch rollers, and the belt wheel device is in partial transmission of the steel wire toothed belt between the two adjustable tensioning devices (210).
The embodiment of the invention has the following beneficial effects: the invention integrates the stepless speed changer integrated on the hub and the clutch, thereby realizing controllable power connection and disconnection, having good safety and effectively saving the space in the middle of the automobile body.
Drawings
FIG. 1 is a schematic overall construction;
FIG. 2 is a schematic view of a pulley reducing apparatus;
FIG. 3 is an exploded view of the tensioner;
Fig. 4 is a schematic view of a pulley arrangement.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings, for the purpose of making the objects, technical solutions and advantages of the present invention more apparent.
As shown in fig. 1, a hub driving system with a built-in continuously variable transmission and a clutch according to an embodiment of the present invention mainly comprises the following parts:
pulley reducing device 100 with a powered access end that can drive a toothed belt at the end.
A tensioner 200 that can tension a driven toothed belt.
The inner wall of the hub 300 is fixedly provided with a driven steel wire toothed belt, and the driven steel wire toothed belt drives the hub and the wheel to rotate.
As shown in fig. 2, an exploded view of the pulley reducing device 100 is shown, 110 is an input shaft, 120 is a yoke, 130 is a bidirectional tapered roller bearing, 140 is a reducing cylinder, 150 is a pulley device, 160 is a linear slider, and 170 is a cross-shaped slide rail.
At least a universal joint transmission exists between the input shaft 110 and the output shaft of the power motor, so that the position of the input shaft can move along the axial direction of the reducing electric cylinder 140. The fork arms 120 are four in number, one end of each fork arm is hinged with a corresponding hole of the input shaft 110, and the other end of each fork arm is hinged with a corresponding hole of the belt wheel device 150. The linear slides 160 are axially hinged to the pulley device 150, respectively in four groups, and are respectively nested on the cross slide rails 170. The cross slide rail 170 is fixed relative to the frame, so that the reducing cylinder 140 can push the input shaft 110, so that the pulley device 150 slides towards the center, and the other side of the pulley device 150 slides along the cross slide rail 170, so that the diameter of the circumference where the four pulleys are located is reduced.
As shown in fig. 3, an exploded view of the tensioner 200 is shown, wherein 210 is an adjustable tensioner, 220 is a tensioning cylinder, 230 is a tensioner mounting plate, 240 is a fixed tensioner, 250 is a limit fork, 260 is a frame connector, and 270 is a driven steel toothed belt.
The two adjustable tensioning devices 210 are hinged on the tensioning device mounting plate, toothed wheels are arranged at the positions where the two adjustable tensioning devices 210 are hinged with the two adjustable tensioning devices, the roots of the two adjustable tensioning devices are meshed and rotate at symmetrical angles, and symmetrical swinging is achieved through gear meshing. The tensioning adjustment cylinders 220 are respectively hinged to the two adjustable tensioning devices 210, so that the linear motion output by the adjustable tensioning devices 210 can control the included angle between the adjustable tensioning devices 210, so that a certain tensioning force is kept on the driven wire toothed belt 270, and the number of teeth of the driven wire toothed belt 270, which is effectively meshed with the inner ring of the hub, is adjusted during speed change.
The fixing and tensioning device 240 is fixedly installed on the frame connecting piece and is used for partially fixing and pressing the steel wire toothed belt on the internal teeth, and the installation plate is fixedly installed on the frame connecting piece. The fixed tensioning device 240 comprises a bracket and at least two fixed pinch rollers 280 arranged on the bracket, wherein the fixed pinch rollers are arranged on the bracket in a sliding manner, and a spring is arranged between the fixed pinch rollers and the bracket.
The fixing and tensioning device 240 is designed at one end close to the ground of the hub 300, thereby improving the structural strength of the hub 300 to some extent. One end of the frame connecting member 260 is fixedly connected to the cross rail 170. The limiting fork 250 is fixedly connected with the frame connecting member 260, and an acting end thereof can limit and protect the adjustable tensioning device 210. The fixed tensioner 240 is fixedly coupled to the frame attachment 260.
The tail ends of the connecting rods of the two adjustable tensioning devices 210 are provided with adjusting pinch rollers 290, springs are arranged between the adjusting pinch rollers and the tail ends of the connecting rods, the steel wire toothed belt is attached to the inner teeth through the fixed pinch rollers and the adjusting pinch rollers, and the belt wheel device is in partial transmission of the steel wire toothed belt between the two adjustable tensioning devices 210.
As shown in fig. 4, an exploded view of the pulley device 150 is shown, 151 is a mounting member, 152 is a motor and wrap, and 153 is a pulley.
The band-type brake motor can realize a driving belt wheel and a locking belt wheel. The pulley device comprises a band-type brake motor and a pulley, when the speed change is needed, the band-type brake is not operated, the pulley is driven by the reducing electric cylinder to slide along the cross sliding rail, the distance between four pulley devices 150 is adjusted, the diameter of the hub is unchanged, and the transmission ratio is adjusted. In this way, the transmission ratio is changed, the transmitted toothed belt is topologically deformed, and the adjustable tensioner 210 and the tensioning cylinder 220 of the tensioner 200 are used to assist in the deformation and to ensure the tensioning. The belt wheel can be driven to rotate when the speed change is needed, so that the relative linear speed difference between the belt speed and the rotation speed is subtracted when the transmission ratio is calculated, and stepless speed regulation can be realized by adjusting the rotation speed of the belt wheel. When the band-type brake of the band-type brake motor does not work, the band-type brake corresponds to complete slipping of the belt wheel device 150, the power input and the transmission of the steel wire toothed belt 270 can be regarded as complete disconnection, and at the moment, the band-type brake corresponds to clutch work and power is disconnected. When the pulley device 150 does not slip completely or does not slip completely (the winding work), the power input does not drive the steel wire toothed belt to move completely or completely, so that the quasi-flexible start and stop can be assisted by controlling the slip degree of the pulley device 150.
The above disclosure is only a preferred embodiment of the present invention, and it is needless to say that the scope of the invention is not limited thereto, and therefore, the equivalent changes according to the claims of the present invention still fall within the scope of the present invention.
Claims (5)
1. The hub driving system with the built-in continuously variable transmission and the clutch is characterized by comprising a pulley diameter-changing device (100), a tensioning device (200), a hub (300) and a steel wire toothed belt (270), wherein the diameter-changing device (100) and the tensioning device (200) are arranged in the hub; the belt wheel reducing device comprises an input shaft (110), four fork arms, a cross slide rail (170), a reducing electric cylinder (140) and four belt wheel devices (150), wherein the tail ends of the four fork arms are respectively connected with one side of the belt wheel devices in a rotating mode, the head end of each of the four fork arms is hinged to the rear end of the input shaft, the reducing electric cylinder is arranged between the center of the cross slide rail and the tail end of the input shaft, and the other side of the belt wheel device is arranged on the cross slide rail in a sliding mode; the inner ring of the hub (300) is provided with inner teeth, the steel wire toothed belt part is in fit engagement with the inner teeth through the tensioning device, the belt wheel device is in transmission connection with the steel wire toothed belt, the belt wheel device comprises a band-type brake motor and a belt wheel, and the belt wheel is arranged at the output end of the band-type brake motor.
2. The hub drive system of claim 1 wherein at least a universal joint transmission is provided between the input shaft and the output shaft of the power motor.
3. The hub drive system of claim 2, wherein the tensioning device (200) includes two adjustable tensioning devices (210), tensioning adjustment cylinders (220), a mounting plate (230), fixed tensioning devices (240), and a frame connection (260), the two adjustable tensioning devices are hinged to the tensioning device mounting plate, the tensioning adjustment cylinders are respectively hinged to the two adjustable tensioning devices for controlling an included angle between the two adjustable tensioning devices, the fixed tensioning devices (240) are fixedly mounted on the frame connection for partially fixedly pressing the steel wire toothed belt onto the internal teeth, and the mounting plate is fixedly mounted on the frame connection.
4. The hub drive system of claim 3, wherein the fixed tensioner (240) comprises a bracket and at least two fixed pinch rollers disposed on the bracket, the fixed pinch rollers slidably disposed on the bracket and a spring disposed between the fixed pinch rollers and the bracket.
5. The hub driving system with built-in continuously variable transmission and clutch according to claim 4, wherein the ends of the connecting rods of the two adjustable tensioning devices (210) are provided with adjusting pinch rollers, springs are arranged between the adjusting pinch rollers and the ends of the connecting rods, the steel wire toothed belt is attached to the internal teeth through the fixed pinch rollers and the adjusting pinch rollers, and the belt wheel device is driven by a part of the steel wire toothed belt between the two adjustable tensioning devices (210).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410348508.4A CN118149083A (en) | 2024-03-26 | 2024-03-26 | Hub driving system with built-in continuously variable transmission and clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410348508.4A CN118149083A (en) | 2024-03-26 | 2024-03-26 | Hub driving system with built-in continuously variable transmission and clutch |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN118149083A true CN118149083A (en) | 2024-06-07 |
Family
ID=91298512
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410348508.4A Pending CN118149083A (en) | 2024-03-26 | 2024-03-26 | Hub driving system with built-in continuously variable transmission and clutch |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN118149083A (en) |
-
2024
- 2024-03-26 CN CN202410348508.4A patent/CN118149083A/en active Pending
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