CN205396209U - Distributing type drive electric motor car chassis configuration - Google Patents

Abstract

The utility model relates to a new configuration of a chassis of a distributed drive electric vehicle, the structure of which comprises: a wheel, a hub motor, a steering system, a suspension longitudinal arm, a damping element, a torsion spring, and a chassis frame. Steering system includes: kingpin, steering knuckle, steering motor, gearbox. The damping element is a rotating electric machine or a torsional vibration damper. The hub motor is installed inside the wheel, the stator of the hub motor is rigidly connected to the steering knuckle, and the steering knuckle is rigidly connected to the kingpin. The main pin is connected with the suspension trailing arm as a rotary pair. The gearbox is rigidly connected to the trailing arm of the suspension. When turning, the steering motor transmits the steering torque to the kingpin through the reduction box. The suspension trailing arm is rigidly connected to the mover of the damping element. The damping element stator is rigidly connected to the chassis frame. Both ends of the torsion spring are respectively connected to the stator of the damping element and the chassis frame. When the wheels bounce up and down during driving, the torsion springs and damping elements dissipate vibration energy through torsion. The four suspension systems of this chassis configuration use the same structure.

Description

Distributed Drive Electric Vehicle Chassis Configuration

technical field

The utility model belongs to the field of chassis design of an electric vehicle, and relates to a new configuration of a chassis of a distributed drive electric vehicle.

Background technique

With the increasingly serious energy problem, electric vehicles have become an important direction for the development of automobiles. As one of the main members of the electric vehicle, the distributed drive electric vehicle equipped with hub motors has many advantages, such as: no mechanical transmission device, high transmission efficiency, and space saving. At present, the chassis design of distributed drive electric vehicles basically follows the chassis configuration of traditional central drive vehicles. Due to the huge difference in structure, the chassis structure of traditional vehicles is not necessarily suitable for distributed drive electric vehicles, so the research on the chassis configuration of distributed drive electric vehicles has also received more and more attention.

The drive of each wheel of a distributed drive electric vehicle is independent, so there is a lot of room for improvement in its flexibility. At present, there are many factors in the traditional vehicle chassis configuration that restrict the improvement of the flexibility of distributed drive electric vehicles, such as:

1. The linkage system of the suspension system is complicated, and the steering angle range of the wheels is small;

2. Only the front wheels steer, and the mobility of the vehicle is not high;

3. The left and right steering wheels cannot rotate independently;

4. The chassis height and wheelbase cannot be adjusted.

These characteristics are reasonable for a traditional central drive vehicle, but for a distributed drive electric vehicle equipped with an in-wheel motor, it cannot give full play to its maneuverability.

Utility model content

The purpose of this utility model is to design a new distributed drive electric vehicle chassis configuration, which can give full play to the mobility and flexibility of distributed drive, and at the same time has the advantages of simple structure and high reliability.

The main structure of the chassis configuration includes: wheels, hub motors, steering systems, suspension trailing arms, damping elements, torsion springs, and chassis frames.

The steering system includes: a kingpin, a steering knuckle, a steering motor, and a reduction box.

The damping element may be a rotating electrical machine or a torsional vibration damper.

The hub motor is installed in the wheel rim space, the stator of the hub motor is rigidly connected to the steering knuckle, and the steering knuckle is rigidly connected to the kingpin. The main pin is connected with the suspension trailing arm as a rotary joint. The gearbox is rigidly connected to the trailing arm of the suspension. The rotor of the steering motor is rigidly connected to the input shaft of the gearbox, and the output shaft of the gearbox is rigidly connected to the kingpin. When turning, the steering motor transmits the steering torque to the kingpin through the reduction box and then to the steering knuckle.

The suspension trailing arm is rigidly connected to the mover of the damping element. The stator of the damping element is rigidly connected to the chassis frame. The torsion spring is connected to the stator of the damping element at one end and to the chassis frame at the other end. When the wheel jumps up and down during driving, the torsion spring and the damping element provide elastic force and damping force by torsion.

The four suspension systems of this chassis configuration adopt the same structure, and the left and right are arranged symmetrically.

The steering mode of the distributed drive electric vehicle chassis configuration of the utility model is as follows:

Front wheel steering: By controlling the synchronous rotation of the two steering motors in the direction of the front of the car, the same steering mode as that of the transmission car chassis is realized, and this steering mode is suitable for normal driving conditions;

Rear wheel steering: By controlling the two steering motors at the rear of the vehicle to rotate synchronously, the rear wheel steering is realized. Since the steering radius of the rear wheel steering is small, this steering method is suitable for steering in a narrow space;

Four-wheel steering: Four-wheel steering is realized by controlling the front and rear four steering motors to rotate synchronously. This steering method is suitable for working conditions such as in-situ steering;

The chassis configuration of the distributed drive electric vehicle of the utility model also has the characteristics of self-adaptive adjustment of wheelbase and chassis height:

Heavy-duty working conditions: when the load is heavy, the torsion angle of the front and rear damping elements and torsion springs increases, which reduces the height of the chassis on the one hand and increases the wheelbase on the other hand. This feature can lower the center of gravity of the car and improve driving stability sex and safety;

Light-load working condition: When the load is small, the torsion angle of the front and rear damping elements and the torsion spring is small, which increases the height of the chassis on the one hand, and reduces the wheelbase on the other hand. This feature can improve the passability of the vehicle.

If the vibration damping element adopts a rotating motor, the chassis height and wheelbase can be actively adjusted by increasing or decreasing the rotation angle to adapt to different driving conditions.

The utility model has the following outstanding advantages:

1) The structure of the trailing arm suspension is simple, which not only ensures that the wheels have a reasonable positioning angle, but also realizes a larger range of steering angle changes, so that the vehicle has both stability at high speeds and maneuverability at low speeds .

2) The structure of the trailing arm suspension is simplified, and the main structure of the spring and shock absorber is arranged on the vehicle body, which reduces the unsprung mass, and forms an integrated electric wheel suspension structure with the hub motor, which makes up for the disadvantages after the introduction of the hub motor. The resulting unsprung mass negative effect.

3) The chassis height and wheelbase can be adapted to different load conditions to improve the driving performance of the vehicle.

4) Each wheel has independent driving and steering control capabilities, which makes the vehicle have extremely high controllability, maneuverability and high redundancy fault tolerance.

Description of drawings

Figure 1 is a top view of the chassis structure of a distributed drive electric vehicle

Figure 2 is a side view of the chassis structure of a distributed drive electric vehicle

Figure 3 is a front view of the chassis structure of a distributed drive electric vehicle

Figure 4 is a top view of the front wheel steering condition

Figure 5 is a top view of the rear wheel steering condition

Figure 6 is a top view of the four-wheel steering working condition

Figure 7 is a schematic diagram of chassis height and wheelbase adaptive adjustment

detailed description

Below in conjunction with the embodiment that accompanying drawing provides, the utility model is described in further detail.

Example 1

Referring to FIGS. 1 to 3 , a distributed drive electric vehicle chassis configuration includes: wheels 1 , in-wheel motors 2 , steering system 3 , suspension trailing arms 4 , damping elements 5 , torsion springs 6 , and chassis frames 7 .

The steering system 3 includes: a kingpin 3-1, a steering knuckle 3-2, a steering motor 3-3, and a reduction box 3-4.

The vibration damping element 5 can be a rotating electrical machine or a torsional vibration damper.

The hub motor 2 is installed inside the rim of the wheel 1, the stator of the hub motor 2 is rigidly connected to the steering knuckle 3-2, and the steering knuckle 3-2 is rigidly connected to the king pin 3-1. The main pin 3-1 is connected with the suspension trailing arm 4 as a rotary pair. The reduction box 3-4 is rigidly connected with the suspension trailing arm 4. The rotor of the steering motor 3-3 is rigidly connected with the input shaft of the reduction box 3-4, and the output shaft of the reduction box 3-4 is rigidly connected with the main pin 3-1. When turning, the steering motor 3-3 transmits the steering torque to the kingpin 3-1 through the reduction box 3-4, and then to the steering knuckle 3-2.

The suspension trailing arm 4 is rigidly connected to the runner of the damping element 5 . The stator of the damping element 5 is rigidly connected to the chassis frame 7 . One end of the torsion spring 6 is connected to the stator of the damping element 5 , and the other end is connected to the chassis frame 7 . When the wheel bounces up and down during driving, the torsion spring 6 and the damping element 5 dissipate the vibration energy by torsion.

The four suspension systems of this chassis configuration use the same structure.

The steering mode of the distributed drive electric vehicle chassis configuration of the utility model has the following three types:

Front wheel steering: By controlling the synchronous rotation of the two steering motors 3-3 in the direction of the front of the car, the same steering mode as that of the transmission car chassis is realized, and this steering mode is suitable for normal driving conditions;

Rear wheel steering: by controlling the two steering motors 3-3 at the rear of the vehicle to rotate synchronously, the rear wheel steering is realized. Since the steering radius of the rear wheel is small, this steering method is suitable for steering in a narrow space, such as storage, etc.;

Four-wheel steering: Four-wheel steering is realized by controlling the front and rear four steering motors 3-3 to rotate synchronously. This steering method is suitable for working conditions such as in-situ steering;

The chassis configuration of the distributed drive electric vehicle of the utility model also has the characteristics of self-adaptive adjustment of wheelbase and chassis height:

Heavy-duty working conditions: when the load is heavy, the torsion angle of the front and rear shock absorbing elements 5 and torsion spring 6 increases, which reduces the height of the chassis on the one hand and increases the wheelbase on the other hand. This feature can lower the center of gravity of the car and improve driving stability and safety;

Light-load working condition: when the load is small, the torsion angle between the front and rear damping elements 5 and the torsion spring 6 is small. On the one hand, the height of the chassis is increased, and on the other hand, the wheelbase is reduced. This feature can improve the trafficability of the vehicle.

If the vibration damping element 5 adopts a rotary motor, the chassis height and wheelbase can also be actively adjusted by increasing or decreasing the rotation angle, so as to adapt to different driving conditions.

It can be seen that the distributed drive chassis configuration of the utility model can flexibly steer, self-adaptively adjust the chassis height and wheelbase, and actively adjust the chassis height and wheelbase, and has the characteristics of high maneuverability, strong passability, and adaptability to all working conditions.

There are many application examples of the utility model, and those skilled in the art can implement and apply the utility model in a wider range, and if they do not deviate from the gist of the utility model, all should be covered in the claims of the utility model.

Claims (3)

1. a distributed driving electric vehicle chassis configuration, including: wheel (1), wheel hub motor (2), steering (3), suspension trailing arm (4), damping element (5), torsionspring (6) and carrier frame (7), it is characterised in that:

Described steering (3) including: stub (3-1), knuckle (3-2), steer motor (3-3), reduction box (3-4)；

Described damping element (5) is electric rotating machine or torsional vibration damper；Described wheel hub motor (2) is arranged on wheel (1) the inside, wheel hub motor (2) stator and knuckle (3-2) are rigidly connected, knuckle (3-2) and stub (3-1) are rigidly connected, and stub (3-1) is connected for revolute with suspension trailing arm (4)；Described reduction box (3-4) and suspension trailing arm (4) are rigidly connected, steer motor (3-3) rotor and reduction box (3-4) power shaft are rigidly connected, and reduction box (3-4) output shaft and stub (3-1) are rigidly connected；When turning to, steering moment is delivered to stub (3-1) by reduction box (3-4) by steer motor (3-3), then is delivered to knuckle (3-2).

2. the distributed driving electric vehicle chassis configuration of one according to claim 1, it is characterised in that:

The mover of described suspension trailing arm (4) and damping element (5) is rigidly connected, the stator of described damping element (5) and carrier frame (7) are rigidly connected, described torsionspring (6) one end connects the stator of damping element (5), other end connecting base plate framework (7), when wheel bob in travelling, torsionspring (6) consumes vibrational energy with damping element (5) by reversing.

3. the distributed driving electric vehicle chassis configuration of one according to claim 1 and 2, it is characterised in that:

Four suspension systems of this chassis configuration adopt same structure, are symmetrically arranged.