CN211969149U - Vehicle and its drive mechanism - Google Patents

Abstract

The utility model relates to the field of driving mechanism design of vehicles, and discloses a vehicle and a driving mechanism thereof. The driving mechanism of the vehicle comprises a speed reducer installed in a reducer housing and a drive motor installed in a drive motor housing , the output end of the drive motor is connected to the input shaft of the reducer, wherein the reducer housing and the drive motor housing are connected to each other as a whole, and the drive motor housing is connected to the body of the vehicle through the connecting part, and the reducer The output shaft of the reducer extends out of the reducer housing and is connected to the wheel hub of the vehicle; the vehicle includes the drive mechanism of the vehicle according to the present invention. The driving mechanism of the vehicle of the utility model is beneficial to prolong the service life of the driving motor and reduce the unsprung mass.

Description

Vehicle and its drive mechanism

technical field

The utility model relates to the design field of a driving mechanism of a vehicle, in particular to a vehicle and a driving mechanism thereof.

Background technique

1 and 2, it is a common torsion beam wheel drive system used in electric vehicles, which roughly includes a reducer 1, a drive motor 2, a shock absorber 4, a wheel hub 10, a torsion beam 17 and a support body 18. Both ends of the beam 17 are respectively provided with a drive motor 2 and a reducer 1. The drive motor 2 is connected with the wheel hub 10 on the corresponding side through the reducer 1 on the corresponding side. A support body 18 extending longitudinally of the vehicle body, the inner side of one end of the support body 18 is fixedly connected to the outer casing of the drive motor 2, the outer side is fixedly connected to the outer casing of the reducer 1, and the other end is provided with a torsion beam 17 and a vehicle body mounting hole, so that the The other end can be connected with the end of the torsion beam 17 and connected to the body of the electric vehicle. In this structure, the reducer 1 and the drive motor 2 in the wheel drive are integrated into the torsion beam structure, and the unsprung mass can be reduced by placing the drive motor 2 close to the axis of the torsion beam 17 .

In this structure, the axis of the drive motor 2 does not coincide with the axis of the torsion beam 17. When the wheel jumps up and down due to road bumps and other reasons, the drive motor 2 will also jump up and down in a large amount, which is not conducive to the drive motor. The service life of 2; the drive motor 2 is an unsprung mass; and, since the drive motor 2 is located between the torsion beam 17 and the hub 10, the distance between the axis of the drive motor 2 and the axis of the hub 10 is short, leaving the deceleration The layout space of the reducer 1 will be relatively small, and the reducer 1 often only includes a first-level transmission mode, resulting in a large diameter difference between the driving gear and the driven gear, and the size and mass of the driven gear are large, increasing the unsprung mass, which is not conducive to Gear life and oil churning resistance are large, which are not conducive to transmission efficiency. It is difficult to ensure the power and economy of electric vehicles at the same time with the first-stage transmission reducer 1.

Utility model content

The purpose of the present invention is to provide a driving mechanism for a vehicle which is beneficial to prolong the service life of the driving motor and reduce the unsprung mass, and to provide a vehicle including the driving mechanism.

In order to achieve the above object, one aspect of the present invention provides a drive mechanism for a vehicle, the drive mechanism includes a reducer installed in a reducer housing and a drive motor installed in a drive motor housing, and the drive motor has a The output end is connected to the input shaft of the speed reducer, wherein the speed reducer housing and the drive motor housing are integrally connected to each other, and the drive motor housing is connected to the vehicle through the connecting portion. The body, the output shaft of the reducer extends out of the reducer housing and is connected to the wheel hub of the vehicle.

Preferably, the inside of the reducer housing is in communication with the inside of the drive motor housing, and the reducer housing and the drive motor housing are formed as an integral mounting housing, the mounting housing The body extends in the longitudinal direction of the vehicle.

Preferably, the reducer includes a first-stage gear pair, a second-stage gear pair, and the intermediate shaft for connecting the first-stage gear pair and the second-stage gear pair.

Preferably, the connecting portion includes a rubber bushing sleeved on the drive motor housing, and the rubber bushing is fixed to the body of the vehicle.

Preferably, the axis of the drive motor is located on the front side of the axis of the hub in the longitudinal direction of the vehicle.

A second aspect of the present invention provides a vehicle, the vehicle includes a suspension, two ends of the suspension are respectively connected with the driving mechanism along the lateral direction of the vehicle, and the driving mechanism is according to the present invention. The drive mechanism of the utility model vehicle.

Preferably, along the lateral direction of the vehicle, both ends of the suspension are respectively provided with a shock-absorbing structure, one end of the shock-absorbing structure is connected to the top of the reducer housing on the corresponding side, and the other end is connected to the the body of the vehicle.

Preferably, the shock absorbing structure includes a shock absorber and a spring, the lower end of the shock absorber is connected to the top of the reducer housing, and the upper end is connected to the body of the vehicle, and the shock absorber is close to the body of the vehicle. A spring seat is formed on the upper end side, the lower end of the spring is connected to the spring seat, and the upper end is connected to the body of the vehicle.

Preferably, the suspension includes a stabilizer bar, both ends of which are respectively connected to the surfaces of the reducer housing on the corresponding side facing the vehicle inner side.

Preferably, the suspension is an independent suspension, and along the lateral direction of the vehicle, the independent suspension is provided with at least one lower control arm on both sides symmetrical to each other, and the outer end of the lower control arm is connected to the A surface, an inner side end of the reducer housing facing the vehicle inner side is connected to a subframe of the vehicle.

Preferably, two of the lower control arms are included on each side of the independent suspension, wherein one of the lower control arms is connected to the front side of the reducer housing and the other of the lower control arms is connected to the front side of the reducer housing. An arm is attached to the rear side of the reducer housing.

Through the above technical solution, the drive motor housing where the drive motor is located is fixed to the body of the vehicle. When the wheel of the vehicle jumps up and down due to bumps and other reasons, the drive motor does not jump up and down with the wheel as much as possible, which is conducive to prolonging the driving motor. and the drive motor can be regarded as sprung mass, which reduces the unsprung mass compared with the existing drive mechanism, which is beneficial to improve the handling stability and smoothness of the vehicle. In addition, compared with the prior art solution, the mechanism of the present invention has a simpler and more compact structure and a smaller number of parts.

Description of drawings

1 is a schematic diagram of a torsion beam wheel drive system according to the prior art;

Fig. 2 is a partial enlarged view of the torsion beam type wheel drive system in Fig. 1;

3 shows the connection relationship between the drive mechanism and the independent suspension in the vehicle according to an embodiment of the present invention, and the viewing angle is viewed from the rear side of the vehicle forward;

Fig. 4 is the top view viewed from the top of the structure shown in Fig. 3;

Figure 5-1 is a view from the left side of the structure shown in Figure 3, wherein the wheels are in a stable driving state on a smooth road surface;

Figure 5-2 is a left side view of the structure shown in Figure 3, in which the wheels are in a jumping state;

Fig. 5-3 is a left side view of the structure shown in Fig. 3, in which the wheels are in a jumping state.

Description of reference numerals

1 reducer 2 drive motor 3 spring

4Shock absorber 5First lower control arm 6Second lower control arm

7 stabilizer bar 8 sub-frame 9 output shaft

10 Wheel hub 11 Rubber bushing 12 Spring seat

13 Input shaft 14 First stage gear pair 15 Intermediate shaft

16 Second stage gear pair 17 Torsion beam 18 Support body

Detailed ways

It should be noted that the embodiments of the present invention and the features of the embodiments can be combined with each other unless there is conflict.

In the present invention, it should be understood that the orientation or positional relationship indicated by the terms "deviation", "orientation", "upper", "lower", "axial", "radial", etc. The positional relationship corresponds; "inner and outer" refers to the inside and outside relative to the contour of each component itself; "front and rear" are based on vehicle standards, for example, the front end of the reducer housing means that the reducer housing faces the vehicle. The front end; these are only for the convenience of describing the present invention and simplifying the description, rather than indicating that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention .

The present utility model will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments.

According to a first aspect of the present invention, a driving mechanism for a vehicle is first provided, the driving mechanism includes a reducer 1 installed in a reducer housing and a drive motor 2 installed in a drive motor housing, the The output end of the drive motor 2 is connected to the input shaft 13 of the reducer 1, wherein the reducer housing and the drive motor housing are connected to each other as a whole, and the drive motor housing passes through the connecting part 11 is connected to the body of the vehicle, and the output shaft 9 of the reducer 1 extends out of the reducer housing and is connected to the wheel hub 10 of the vehicle.

In the driving mechanism of the vehicle of the present invention, the driving motor housing where the driving motor 2 is located is fixed to the body of the vehicle. When the wheels of the vehicle jump up and down due to bumps and other reasons, the driving motor 2 does not jump up and down with the wheels as much as possible. , which is beneficial to prolong the service life of the drive motor 2; and the drive motor 2 can be regarded as sprung mass, which reduces the unsprung mass compared with the existing drive mechanism, which is beneficial to improve the handling stability and smoothness of the vehicle; see Fig. 5-1, Fig. 5-2 and Fig. 5-3, for the drive mechanism of the present utility model, it can be understood that when the wheel jumps up and down, the axis of the drive motor 2 is used as the center of rotation, along the longitudinal direction of the vehicle, The distance from the axis of the drive motor 2 to the axis of the hub 10 is relatively long, therefore, a larger arrangement space can be given to the reducer 1, and the reducer 1 can have more than one stage of reduction gear pairs, which is not only conducive to reducing the size of the reducer 1 and even the The size and weight of the drive motor 2 can reduce the unsprung mass, improve the handling stability and smoothness of the vehicle, and also help to reduce the diameter difference between the driving gear and the driven gear, prolong the service life of the gear, and improve the transmission efficiency. Higher, which is conducive to ensuring the power and economy of electric vehicles at the same time. In addition, compared with the prior art solution, the mechanism of the present invention has a simpler and more compact structure and a smaller number of parts. When used for the rear wheel of an electric vehicle, the rear chassis space is more relaxed and more flexible. Multiple battery packs are arranged in place to improve the cruising range of electric vehicles.

Wherein, for the specific formation method of the reducer housing and the drive motor housing, preferably, the inside of the reducer housing is in communication with the inside of the drive motor housing, and the reducer housing and the drive motor housing are in communication. The drive motor housing is formed as an integral mounting housing extending in the longitudinal direction of the vehicle. For example, a reducer and a drive motor can be designed to share a housing. For example, referring to FIG. 4, the internal mechanisms and components of the reducer 1 and the drive motor 2 are installed in the common housing, and the common housing can be used according to the drive motor. 2. The specific arrangement of the internal mechanisms and components of the reducer 1 is formed to carry out a rational design in shape and size, so that the reducer 1 and the drive motor 2 installed in the common housing have a more compact size under the condition that they can work normally. structure.

As mentioned above, the reducer 1 may have more than one gear pair. For example, in the embodiment of FIG. 4 , two gear pairs are included. The reducer 1 includes the first gear pair 14 , the first gear pair The second-stage gear pair 16 and the intermediate shaft 15 for connecting the first-stage gear pair 14 and the second-stage gear pair 16, the two ends of the intermediate shaft 15 are respectively connected to the slaves of the first-stage gear pair 14. The center of the moving gear and the center of the drive gear of the second stage gear pair 16.

As for the connection between the drive motor housing and the vehicle body, optionally, referring to FIG. 4 , the connecting portion 11 includes a rubber bushing sleeved on the drive motor housing, and the rubber bushing is fixed on the body of the vehicle.

In addition, referring to FIG. 4 , in the illustrated embodiment, the axis of the drive motor 2 is located on the front side of the axis of the hub 10 in the longitudinal direction of the vehicle.

It can be understood that the driving mechanism of the present invention can be used for any wheel of the vehicle, preferably for driving the rear wheel of the vehicle, and can realize the independent driving of the wheels.

And, in general, the drive mechanism of the present invention is combined with the suspension of the vehicle, therefore, according to another aspect of the present invention, there is also provided a vehicle, the vehicle including the suspension, along the lateral direction of the vehicle, Two ends of the suspension are respectively connected with driving mechanisms, which are the driving mechanisms of the vehicle according to the present invention.

Referring to FIG. 3 and FIG. 4 , along the lateral direction of the vehicle, both ends of the suspension are respectively provided with shock absorbing structures, and one end of the shock absorbing structure is connected to the top and the other end of the reducer housing on the corresponding side. connected to the body of the vehicle.

In addition, the shock absorbing structure may include a shock absorber 4 and a spring 3, the lower end of the shock absorber 4 is connected to the top of the reducer housing, the upper end is connected to the body of the vehicle, and the shock absorber 4 is connected to the body of the vehicle. The device 4 is formed with a spring seat 12 near the upper end side, the lower end of the spring 3 is connected to the spring seat 12, and the upper end is connected to the body of the vehicle. Of course, it can be understood that the shock absorbing structure can also be in other forms, for example, the suspension can be an active suspension, and the shock absorbing structure can include an air spring or an electromagnetic shock absorber, etc., so as to be able to actively adjust stiffness and damping, thereby enhancing control over body stance, improving comfort and handling stability.

In addition, the suspension includes a stabilizer bar 7, both ends of the stabilizer bar 7 are respectively connected to the surface of the speed reducer housing on the corresponding side facing the inner side of the vehicle through connecting pieces (such as connecting rods), so as to It is better to prevent the wheel from lifting through the elastic force of the stabilizer bar 7, so as to keep the body balanced.

Referring to Figures 3 and 4, the connection method of the drive mechanism of the present invention and an independent suspension is shown, wherein the suspension is an independent suspension, and along the lateral direction of the vehicle, the independent suspension is at At least one lower control arm is respectively provided on both sides symmetrically with each other, the outer end of the lower control arm is connected to the surface of the reducer housing facing the inner side of the vehicle, and the inner end is connected to the auxiliary vehicle of the vehicle rack 8.

In the illustrated embodiment, two of the lower control arms are included on each side of the independent suspension, with one of the lower control arms connected to the front side of the reducer housing (near the front end). one side), and the other lower control arm is connected to the rear side of the reducer housing (the side passing through the rear end), so as to obtain a better effect of stabilizing the vehicle body.

It can also be understood that the specific structure of the independent suspension can have multiple deformations, in other words, the drive mechanism can be combined with suspensions of different structures. For example, the drive mechanism can be used in conjunction with a five-link suspension and a Watt-link suspension, and the entire structure composed of the reducer housing and the drive motor housing replaces the original structures such as trailing arms and steering knuckles; for example, The drive mechanism can be combined with an active stabilizer bar, using, for example, a stabilizer bar with a torsion motor, when the vehicle rolls, the torsional stiffness can be actively adjusted according to requirements, thereby enhancing the control of the body posture; also for example, the said The drive mechanism can be combined with the torsion beam suspension, and the drive motor 2 is arranged to be coaxial with the torsion beam, and the whole structure composed of the reducer housing and the drive motor housing replaces the original structures such as the trailing arm and the steering knuckle.

The working process of this embodiment will be described in detail below with reference to FIGS. 3 to 5-3 .

We know that when the vehicle runs straight through the uneven road, or when the vehicle accelerates or decelerates, or when the vehicle turns, the attitude of the vehicle will produce pitch, roll, yaw, and longitudinal or vertical changes. , the suspension system of the vehicle starts to work, and the above-mentioned changes in the vehicle attitude will be buffered, absorbed and attenuated by the suspension system to ensure the attitude and handling stability of the vehicle, and at the same time ensure driving smoothness and comfort.

For the illustrated embodiment, when the wheel (hub 10) jumps up and down, the shock absorber 4 damps the vibration caused by the jump through its own damping, and the spring 3 absorbs the vibration by stretching and compressing The vibration generated by the up-and-down jumping, at the same time, the lateral stabilizer bar 7 will also assist in buffering and resist the up-and-down jumping by producing torsional deformation, so as to ensure the posture and handling stability of the vehicle. The whole formed by the connection of the drive housing and the drive motor housing accommodating the drive motor 2 acts as a trailing arm, while the control arm and the reducer housing together act as a guide for the wheel hub 10 to control the motion track of the wheel.

For example, referring to Fig. 5-2, when the hub 10 jumps up, the spring 3 is compressed, the push rod of the shock absorber 4 moves upward, and the output shaft 9 of the reducer 1 moves upward with the hub 10, so that the reducer 1 (the reducer shell body) rotates slightly around the axis of the drive motor 2, the outer ends of the first lower control arm 5 and the second control arm 6 connected with the reducer casing also move upward, and together with the reducer casing, control the movement track of the hub 10 , maintain a reasonable toe angle and inclination angle, at the same time, the lateral stabilizer bar 7 produces torsional deformation, which buffers together with the shock absorber 4 and the spring 3 and provides a force against the wheel jumping up; when the wheel hub 10 jumps down, the spring 3 is pulled Stretch, the push rod of the shock absorber 4 moves downward, the output shaft 9 of the reducer 1 moves downward with the hub 10, so that the reducer 1 (reducer housing) rotates slightly around the axis of the drive motor 2, and the reducer casing The outer ends of the first lower control arm 5 and the second control arm 6 that are connected to the body also move downward, and together with the reducer housing, control the movement track of the wheel hub 10 and maintain a reasonable toe angle and inclination angle. At the same time, the lateral stabilizer bar 7 The torsional deformation is generated, which buffers together with the shock absorber 4 and the spring 3 and provides a force against the wheel jump.

From this, it can be seen that the drive motor housing and the reducer housing as a whole are equivalent to the trailing arm. In addition, in this embodiment, the independent suspension and the drive mechanism are integrated, which greatly reduces the number of parts and costs, and at the same time, only a small adjustment is required for the traditional similar suspension, and the production versatility is good. Moreover, this structure retains the advantages of the traditional drive mechanism, each wheel can be driven independently, and can be integrated into the ESP control system, without the need for differentials and axle shafts, and the transmission efficiency is high.

Both the drive motors 2 and the reducer 1 on both sides of the vehicle can individually control the hub 10 on the corresponding side. For example, when the vehicle starts on a straight road, the drive motors 2 on both sides can output the same torque to make the vehicle start; When the vehicle climbs a hill, the drive motors 2 on both sides can output the same and larger torque, thereby ensuring that the vehicle climbs the hill; when the vehicle is running at high speed, the drive motors 2 on both sides can output a higher and the same rotational speed; When turning, the drive motors 2 on both sides can output different rotational speeds according to the road conditions, and play the role of electronic differential, so as to ensure that the tires wear as little as possible; when the vehicle is in an emergency to avoid obstacles, the drive motors 2 on both sides can cooperate with each other. The ESP control system outputs reasonable torque and speed to keep the vehicle in a controllable attitude; when the vehicle goes downhill, the drive motors 2 on both sides can provide feedback braking torque to help the vehicle control the speed; when the vehicle reverses, the two The drive motor 2 on the side can rotate in the opposite direction; when the vehicle is parked, the drive motor 2 on both sides can output different rotational speeds as required. In order to reduce the steering radius; when the vehicle brakes, the drive motors 2 on both sides can generate feedback braking torque, and together with the hydraulic braking system, help the vehicle brake, and at the same time, recover energy and charge the battery; and when the vehicle is on one side When the wheel is stuck on a road with a low adhesion coefficient, such as ice and snow road or muddy sand, the drive motor 2 on the other side can output torque to help the vehicle get out of trouble.

In addition, generally, when used in a vehicle, the drive mechanism of the vehicle of the present invention can be used as a rear axle after being combined with the independent suspension. When used with vehicles whose front axle is a fuel powertrain, a "dual-engine four-wheel drive" hybrid scheme can be formed; when used with a vehicle whose front axle is a hybrid powertrain, a "three-engine four-wheel drive" hybrid scheme can be formed; It can also be used in conjunction with vehicles whose front axle is driven by a single motor to form a pure electric four-wheel drive solution with front single motor and rear wheel drive; it can also be used in conjunction with vehicles whose front axle is dual motors or also driven by wheel motors to form a four-wheel drive solution. A pure electric four-wheel drive scheme with independent wheel drive. It can be seen that the application of the utility model in the vehicle is very flexible.

The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited thereto. Within the scope of the technical concept of the present invention, various simple modifications can be made to the technical solution of the present invention. Include individual specific technical features combined in any suitable manner. In order to avoid unnecessary repetitions, various possible combinations are not described in the present invention. However, these simple modifications and combinations should also be regarded as the contents disclosed by the present invention, and all belong to the protection scope of the present invention.

Claims (10)

1. A drive mechanism for a vehicle, the drive mechanism comprising a speed reducer (1) installed in a speed reducer housing and a drive motor (2) installed in a drive motor housing, the drive motor (2) having The output end is connected to the input shaft (13) of the speed reducer (1), characterized in that the speed reducer housing and the drive motor housing are integrally connected to each other, and the drive motor housing passes through the The connecting part (11) is connected to the body of the vehicle, and the output shaft (9) of the speed reducer (1) extends out of the speed reducer housing and is connected to the wheel hub (10) of the vehicle. 2 . The drive mechanism of the vehicle according to claim 1 , wherein the inside of the reducer housing is in communication with the inside of the drive motor housing, and the reducer housing and the drive The motor housing is formed as an integral mounting housing extending in the longitudinal direction of the vehicle. 3. The driving mechanism of the vehicle according to claim 1, characterized in that, the reducer (1) comprises a first-stage gear pair (14), a second-stage gear pair (16) and a The first stage gear pair (14) and the intermediate shaft (15) of the second stage gear pair (16). 4. The driving mechanism of the vehicle according to claim 1, characterized in that, the connecting portion (11) comprises a rubber bushing sleeved on the driving motor housing, and the rubber bushing is fixed to the vehicle body. 5. A vehicle comprising a suspension, and two ends of the suspension are respectively connected with a driving mechanism along the lateral direction of the vehicle, wherein the driving mechanism is according to any one of claims 1-4 The drive mechanism of the vehicle described in item. 6 . The vehicle according to claim 5 , wherein, along the lateral direction of the vehicle, both ends of the suspension are respectively provided with a shock absorbing structure, and one end of the shock absorbing structure is connected to the corresponding side of the shock absorbing structure. 7 . The top and the other end of the reducer housing are connected to the body of the vehicle. 7. The vehicle according to claim 6, characterized in that the shock absorbing structure comprises a shock absorber (4) and a spring (3), and the lower end of the shock absorber (4) is connected to the reducer housing The top and upper end of the body are connected to the body of the vehicle, and the shock absorber (4) is formed with a spring seat (12) near the upper end side, and the lower end of the spring (3) is connected to the spring seat (12) ), the upper end is connected to the body of the vehicle. 8. The vehicle according to claim 5, characterized in that the suspension comprises a stabilizer bar (7), two ends of the stabilizer bar (7) are respectively connected to the speed reducer on the corresponding side through a connecting piece the surface of the housing facing the inside of the vehicle. 9 . The vehicle according to claim 5 , wherein, along the lateral direction of the vehicle, the suspension is an independent suspension, and the independent suspension is symmetrically provided with at least one lower suspension on both sides. 10 . A control arm, the outer end of the lower control arm is connected to the surface of the reducer housing facing the inside of the vehicle, and the inner end is connected to the subframe (8) of the vehicle. 10. The vehicle of claim 9, including two of the lower control arms on each side of the independent suspension, one of the lower control arms being connected to the retarder housing The front side of the body and the other lower control arm are connected to the rear side of the reducer housing.

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