CN203766484U - Integrated Macpherson suspension wheel rim electric driving system for steering wheel - Google Patents

Abstract

The utility model discloses an integrated Macpherson suspension wheel rim electric driving system for a steering wheel. A second vibration absorber is respectively hinged to a motor and a lower swinging arm respectively through two hinges, and the second vibration absorber and a spring serve as dynamic vibration absorbers. A motor and a speed reducer assembly are arranged on the lower swinging arm in a suspension mode. The integrated Macpherson suspension wheel rim electric driving system for the steering wheel has the advantages of being high in integration degree, light in equivalent unsprung weight and capable of absorbing vibration dynamically and reducing vibration of the wheel rim system relative to a frame during jumping of wheels.

Description

Integrated MacPherson Suspension Wheelside Electric Drive System for Steering Wheels

technical field

The utility model belongs to the field of electric vehicle chassis and transmission, and in particular relates to an integrated McPherson suspension wheel-side electric drive system for steering wheels, which uses a motor and a wheel-side reducer as a dynamic vibration-absorbing device.

Background technique

At present, the main structural feature of the wheel-side electric drive system represented by electric wheels is that the drive motor is installed in or near the drive wheel, which has the advantages of short drive transmission chain, efficient transmission, and compact structure. At the same time, the torque of each driving wheel in the wheel drive system can be independently controlled. The wheel motor is not only the information unit of the car, but also the fast-response control execution unit, which is conducive to the realization of high-performance control functions that are difficult to achieve on traditional cars, thereby improving harsh conditions. Driving performance under road conditions.

However, in the general wheel drive system, due to the introduction of drive motors, reducers and other components in the wheel rim/wheel, the unsprung mass of the vehicle is significantly increased, which directly affects the grounding of the wheel and the ride comfort of the vehicle body. Important factors driving system adoption and promotion.

Utility model content

The utility model proposes an integrated McPherson suspension wheel side electric drive system for steering wheels, which uses a motor and a reducer as a dynamic shock absorbing device, and adopts a motor and a reducer assembly suspended on the lower swing arm. The arrangement can reduce the vibration of the wheel side system relative to the frame during the wheel jumping process.

In order to solve the above technical problems, the utility model provides an integrated McPherson suspension wheel side electric drive system for steering wheels, which mainly includes a vibration isolation block assembly with bearings, a vehicle frame, a first vibration damping gear box, motor, elastic rubber hinge, sliding hinge, second shock absorber, spring, hinge, lower swing arm, first rotating hinge, first connecting arm, second rotating hinge, second connecting arm, first ball hinges, universal joints, hubs, hub bearings, half shafts, tertiary hinges, steering knuckles and secondary ball joints.

The motor housing is fixedly connected to the gearbox housing, and the motor housing is connected to the second shock absorber and spring through a sliding hinge, and the motor housing, the second shock absorber and the spring can rotate around the central axis of the sliding hinge , move along the central axis of the sliding hinge; the second shock absorber and spring are hinged to the lower swing arm through the hinge, the second shock absorber, spring and the lower swing arm can and can only rotate around the hinge central axis, the motor, the reduction box and the spring It acts as a dynamic shock absorbing device, and the motor and gearbox are unsprung masses.

One end of the first connecting arm is connected to the reduction box casing through the first rotary hinge, and can and can only rotate around the central axis of the first rotary hinge relative to the reduction box casing. One end of the second connecting arm is connected to the steering knuckle through the third rotating hinge, and the steering knuckle can and can rotate around the central axis of the third rotating hinge relative to the second connecting arm. The first connecting arm and the second connecting arm are connected by a second rotating hinge, and the first connecting arm and the second connecting arm can and can only rotate around the central axis of the second rotating hinge. The first shock absorber is composed of a shock absorber working cylinder and a shock absorber piston rod. The shock absorber piston rod can slide along the central axis of the shock absorber working cylinder. The upper end of the shock absorber piston rod passes through the bearing The vibration isolation block assembly is connected with the vehicle frame, and the working cylinder of the shock absorber is firmly connected with the steering knuckle. The suspension spring is supported between the barrel type shock absorber working cylinder and the vibration isolation block assembly with bearings which are fixedly connected with the steering knuckle. The steering knuckle is formed with a half-shaft sleeve, and the hub is supported on the half-shaft sleeve through the hub bearing. The wheel hub can and can only rotate around the central axis of the hub bearing relative to the half-shaft sleeve. The steering knuckle arm on the steering knuckle is connected with the steering tie rod through the second ball joint (not shown in the figure).

One end of the universal joint is fixedly connected with the output shaft of the reduction box, and the other end is fixedly connected with the half shaft. The half shaft is fixedly connected to the wheel hub, and the wheel hub is fixedly connected to the brake rotating member (not shown in the figure) and the wheel rim (not shown in the figure). The motor inputs the power to the reduction box, and after the reduction box reduces the torque and increases the torque, the output shaft of the reduction box outputs the power to the universal joint, and the universal joint transmits the power to the half shaft fixedly connected with it, and the half shaft then transfers the power to the universal joint. It is transmitted to the hub fixedly connected with it, thereby driving the wheel fixedly connected with the hub.

The center point A of the vibration-isolating block assembly with bearings; the central axis of the third pivot hinge used to connect the steering knuckle and the second connecting arm, and the center axis of the third pivot hinge used to connect the gearbox housing and the first connecting arm The central axis of the first rotary hinge and the central axis of the second rotary hinge for connecting the first connecting arm and the second connecting arm intersect at point B; the first spherical hinge for connecting the lower swing arm and the steering knuckle The center point is C, and the three points ABC are collinear, so the straight line ABC is the kingpin axis. The center point of the universal joint coincides with point B and is always on the main line of the kingpin. When there is a steering demand, the steering tie rod (not shown in the figure) pulls the steering knuckle arm through the second ball joint to make the steering knuckle rotate around the kingpin axis. Since the center point of the universal joint is always on the kingpin axis, the occurrence of motion interference is avoided.

Considering the degree of freedom of the motor and the reduction box when the McPherson suspension moves to a certain position, the main pin is connected to the motor and the reduction box through three rotating hinges, which is a spherical pair, and the degree of freedom is 3. The constraint The number is 3; the motor, the second shock absorber and the spring are connected by a sliding hinge, which is a cylindrical pair, the degree of freedom is 2, and the number of constraints is 4; the second shock absorber, the spring and the lower cross arm are connected by A hinge connection is a rotating joint with 1 degree of freedom and 5 constraints; the second shock absorber will move up and down along its axis, which is a moving joint with 1 degree of freedom and 5 constraints; When the suspension moves to a certain position, the degrees of freedom for the motor and the gearbox to jump independently are:

Therefore, the motor and gearbox have a degree of freedom to jump up and down.

In the utility model, the second shock absorber is respectively hinged with the motor and the lower swing arm through two hinges, and acts as a dynamic shock absorber with the spring.

The outstanding effect of the present utility model is:

(1) The motor and gear box are connected to the lower swing arm through springs and second shock absorbers, which have the function of dynamic vibration absorption.

(2) The motor is arranged close to the elastic hinge of the lower swing arm connected with the body, so its vibration amplitude is relatively small relative to the body, and it has the characteristics of small equivalent unsprung mass.

(3) The reduction box can adopt many forms such as fixed-axis cylindrical gear transmission, chain transmission, and belt transmission.

(4) When the vehicle turns, the motor and reducer do not turn with the wheels. Therefore, compared with the traditional wheel drive system in which the motor and reducer are arranged inside the wheel, the steering inertia moment of the utility model is smaller and the steering response is better. sensitive.

Description of drawings

Fig. 1 is the structural representation of the utility model;

Fig. 2 is the schematic diagram of the utility model;

Explanation of symbols in the figure

1 - vibration isolation block assembly with bearing; 2 - frame;

3 - the first shock absorber;

301 - working cylinder of shock absorber; 302 - piston rod of shock absorber;

4-reduction gearbox; 401-reduction gearbox output shaft;

5-motor; 6-elastic rubber hinge;

7 - sliding hinge; 8 - second shock absorber;

9-spring; 10-hinge;

11-lower swing arm; 12-first rotating hinge;

13 - the first connecting arm; 14 - the second rotating hinge;

15 - the second connecting arm; 16 - the first spherical hinge;

17-universal joint; 18-wheel hub;

19-wheel hub bearing; 20-half shaft;

21 - the third hinge;

22 - steering knuckle;

2201-half shaft casing; 2202-steering knuckle arm

23 - the second ball joint. the

Detailed ways

Below in conjunction with accompanying drawing 1 the utility model is described further.

As shown in Figure 1, the utility model provides an integrated McPherson suspension wheel side electric drive system for steering wheels, which mainly includes a vibration isolation block assembly 1 with bearings, a vehicle frame 2, a first damper Vibrator 3, reduction box 4, motor 5, elastic rubber hinge 6, sliding hinge 7, second shock absorber 8, spring 9, hinge 10, lower swing arm 11, first rotating hinge 12, first connecting arm 13, the second Two rotary hinges 14, the second connecting arm 15, the first ball joint 16, the universal joint 17, the hub 18, the hub bearing 19, the half shaft 20, the third rotary hinge 21, the steering knuckle 22 and the second ball joint 23.

Motor 5 casings are fixedly connected with reduction box 4 casings, and motor 5 casings are connected with second shock absorber 8 and spring 9 by sliding hinge 7, and can be connected between motor 5 casings and second shock absorber 8, spring 9. Rotate around the central axis of the sliding hinge 7, move along the central axis of the sliding hinge 7; And it can only rotate around the central axis of the hinge 10, the motor 5, the reduction box 4 and the spring 9 act as power shock absorbers, and the motor 5 and the reduction box 4 are unsprung masses.

One end of the first connecting arm 13 is connected to the casing of the reduction box 4 through the first rotating hinge 12 , and can and can only rotate around the central axis of the first rotating hinge 12 relative to the casing of the reduction box 4 . One end of the second connecting arm 15 is connected to the steering knuckle 22 through the third rotating hinge 21 , and the steering knuckle 22 can and can only rotate around the central axis of the third rotating hinge 21 relative to the second connecting arm 15 . The first connecting arm 13 and the second connecting arm 15 are connected by a second rotating hinge 14, and the first connecting arm 13 and the second connecting arm 15 can and can only rotate around the central axis of the second rotating hinge 14 . The first shock absorber 3 is composed of a shock absorber working cylinder 301 and a shock absorber piston rod 302. The shock absorber piston rod 302 can slide along the central axis of the shock absorber working cylinder 301, and the shock absorber piston rod The upper end of 302 is connected to the vehicle frame 2 through the vibration isolation block assembly 1 with bearings, and the shock absorber working cylinder 301 is firmly connected to the steering knuckle 22 . Suspension springs (not shown in the figure) are supported between the cylindrical shock absorber working cylinder 301 which is fixedly connected with the steering knuckle 22 and the vibration-isolating block assembly 1 with bearings. Steering knuckle 22 is shaped on half shaft sleeve 2201, wheel hub 18 is supported on the half shaft sleeve 2201 by wheel hub bearing 19, wheel hub 18 can and can only be done around the rotation of wheel hub bearing 19 central axis with respect to half shaft sleeve 2201. The steering knuckle arm 2202 on the steering knuckle 22 is connected with the steering tie rod through the second ball joint 23 (not shown in the figure).

One end of the universal joint 17 is fixedly connected with the output shaft 401 of the reduction box, and the other end is fixedly connected with the half shaft 20 . The half shaft 20 is fixedly connected with the wheel hub 18, and the wheel hub 18 is fixedly connected with the brake rotating member (not shown in the figure) and the wheel rim (not shown in the figure).

The motor 5 inputs power to the reduction box 4, after the reduction box 4 decelerates and increases the torque, the output shaft of the reduction box 4 outputs the power to the universal joint 17, and the universal joint 17 transmits the power to the half shaft fixedly connected with it 20 , the axle shaft 20 then transmits power to the wheel hub 18 fixedly connected thereto, thereby driving the wheels fixedly connected to the wheel hub 18 .

The central point A of the vibration-isolating block assembly 1 with bearings; the central axis of the third pivot hinge 21 used to connect the steering knuckle 22 and the second connecting arm 15; The central axis of the first rotating hinge 12 of the first connecting arm 13 and the central axis of the second rotating hinge 14 for connecting the first connecting arm 13 and the second connecting arm 15 intersect at point B; The center point of the first spherical joint 16 of the arm 11 and the steering knuckle 22 is C, and the three points ABC are collinear, so the straight line ABC is the kingpin axis. The center point of the universal joint 17 coincides with the point B, and is always located on the kingpin axis ABC. When there is a steering demand, the steering tie rod (not shown in the figure) pulls the steering knuckle arm 2202 through the second ball joint 23 to make the steering knuckle 22 rotate around the kingpin axis ABC. Since the center point of the universal joint 17 is always located on the kingpin axis ABC, the occurrence of motion interference is avoided.

Claims (2)

1. An integrated McPherson suspension wheel-side electric drive system for steering wheels, characterized in that: one end of the first connecting arm is connected to the gear box housing through the first rotating hinge; one end of the second connecting arm is connected through the first The three rotating hinges are connected with the steering knuckle; the first connecting arm and the second connecting arm are connected by the second rotating hinge; the first shock absorber includes a shock absorber working cylinder and a shock absorber piston rod, and the shock absorber piston rod The upper end is connected to the vehicle frame through the vibration isolation block assembly with bearings, the working cylinder of the shock absorber is fixedly connected with the steering knuckle, and the suspension spring is supported on the cylinder type shock absorber working cylinder fixedly connected with the steering knuckle and the working cylinder with bearings. Between the vibration isolation block assemblies; the steering knuckle is made with a half-shaft sleeve, and the hub is supported on the half-shaft sleeve through the hub bearing; the steering knuckle arm on the steering knuckle is connected with the steering tie rod through the second ball joint; the universal One end of the joint is fixedly connected with the output shaft of the reduction box, and the other end is fixedly connected with the half shaft; the half shaft is fixedly connected with the hub, and the hub is fixedly connected with the rotating part of the brake and the rim; The power is output from the output shaft of the gearbox to the universal joint, and the universal joint transmits the power to the half shaft fixedly connected with it, and the half shaft then transmits the power to the hub fixedly connected to it, thereby driving the wheel fixedly connected to the hub . 2. The integrated McPherson suspension wheel-side electric drive system for steering wheels according to claim 1, characterized in that: the reduction box housing is fixedly connected with the motor housing, and the motor housing passes through The sliding hinge is connected with the second shock absorber and the spring, the second shock absorber and the spring are hinged with the lower swing arm through the hinge, the motor and the reduction box have a degree of freedom to jump up and down, and the motor, the reduction box and the spring act as a dynamic shock absorbing device, and The motor and gearbox are unsprung masses.