CN216401161U

CN216401161U - Non-differential transmission braking structure of electric racing car

Info

Publication number: CN216401161U
Application number: CN202123088624.8U
Authority: CN
Inventors: 陈财幸; 王远森; 杜志忠; 林立; 王强
Original assignee: Xiamen Jimei Vocational And Technical School
Current assignee: Xiamen Jimei Vocational And Technical School
Priority date: 2021-12-09
Filing date: 2021-12-09
Publication date: 2022-04-29
Anticipated expiration: 2031-12-09

Abstract

The utility model relates to a non-differential transmission braking structure of an electric racing car, which comprises a motor, a supporting mechanism, a non-differential coupling rotationally connected to the supporting mechanism, a chain wheel mechanism in transmission connection with the motor and the non-differential coupling, and driving shafts connected to two ends of the non-differential coupling; the driving shaft is connected with the wheels to drive the wheels to rotate, the supporting mechanism is provided with a brake caliper, the non-differential coupling is provided with a brake disc, and the wheels are braked by matching the brake caliper with the brake disc. The utility model is designed aiming at the working condition and the actual requirement of the FSEC, and has the advantages of high power transmission efficiency, less loss, light and compact structure, easy assembly, low maintenance cost and the like.

Description

Non-differential transmission braking structure of electric racing car

Technical Field

The utility model relates to the field of electric vehicle racing, in particular to a non-differential transmission braking structure of an electric racing vehicle.

Background

The automobile transmission system is used for transmitting the power of the automobile power output device to a driving wheel, and has the functions of ensuring that the automobile has the necessary traction force and the speed under various driving conditions, ensuring the coordinated change between the traction force and the speed, and the like. As the electric equation (FSEC) racing car for college students in China is used as a racing car with higher speed, the highest speed can reach 140KM/h, and the racing track mostly turns sharply, so that the transmission structure of the FSEC is required to have sensitive response, high reliability and strong temperature property. The bending speed is high, and the dynamic response is sensitive. An existing FSEC transmission system is a transmission system mechanism based on an electric racing car, as disclosed in Chinese utility model CN2018111554588.X, and comprises a supporting mechanism, a motor, a chain wheel mechanism, a differential mechanism, a tripod constant velocity universal joint and a driving shaft for driving a rear wheel; the chain wheel structure comprises a small chain wheel, a large chain wheel and a chain for connecting the small chain wheel and the large chain wheel, and the differential is connected to the supporting mechanism through a bearing; the motor is in transmission connection with a small chain wheel, the large chain wheel is in transmission connection with a differential, and the differential is in transmission connection with a driving shaft through a tripod type constant velocity universal joint. Wherein, the differential mechanism adopts a Derexhlet differential mechanism. Although it can adjust the difference in the rotational speeds of the two drive shafts, it also has at least the following disadvantages: firstly, the FSEC racing car is mainly driven by a single motor, the power is weak, and when the racing car turns at a high speed, the action of lifting wheels can be generated due to the action of a differential mechanism, so that the power loss is caused, and the bending speed is slowed; secondly, the differential has the characteristics of large volume, large occupied space and large mass, is not beneficial to rear axle arrangement, and has low transmission efficiency as large rear axle load influences the stability of the racing car for a complex track; thirdly, the derex differential is expensive and the maintenance cost is high. For the FSEC college student team, this would be a significant cost and maintenance expense; and fourthly, because a differential is installed, the double-wheel edge braking design is adopted, when the vehicle is braked, the response is slow, and certain risk exists under the high-speed working condition of the FSEC racing vehicle.

Disclosure of Invention

The utility model aims to provide a non-differential transmission braking structure of an electric racing car, which is designed aiming at the working condition and the actual requirement of an FSEC (formula defined by general equation of technology), and has the advantages of high power transmission efficiency, less loss, light and compact structure, easiness in assembly, low maintenance cost and the like.

In order to achieve the purpose, the utility model adopts the following technical scheme: a non-differential transmission braking structure of an electric racing car is characterized by comprising a motor, a supporting mechanism, a non-differential coupling rotationally connected to the supporting mechanism, a chain wheel mechanism in transmission connection with the motor and the non-differential coupling, and driving shafts connected to two ends of the non-differential coupling; the driving shaft is connected with the wheels to drive the wheels to rotate, the supporting mechanism is provided with a brake caliper, the non-differential coupling is provided with a brake disc, and the wheels are braked by matching the brake caliper with the brake disc.

Preferably, the supporting mechanism comprises a first bracket, a second bracket and a lifting rod for connecting the first bracket and the second bracket, the first bracket and the second bracket are fixed on the racing car, and the first bracket and the second bracket are positioned and connected through the lifting rod.

Preferably, the non-differential coupling comprises a middle shaft, a first end shaft and a second end shaft, wherein the first end shaft and the second end shaft are connected to two ends of the middle shaft, the middle shaft is provided with a lug and a threaded hole, the lug and the middle shaft are integrally formed, and the first end shaft and the second end shaft are provided with a groove and a threaded hole for embedding the lug.

Preferably, the projection is a petal-shaped projection, and the groove is a petal-shaped groove corresponding to the petal-shaped projection

Preferably, bearings are arranged between the first support and the first end shaft and between the second support and the second end shaft, so that the two end shafts can rotate relative to the two supports, and the brake caliper is locked on the second support and brakes the wheel through the brake disc.

Preferably, bearing bushes are arranged between the first end shaft and the driving shaft and between the second end shaft and the driving shaft.

Preferably, the chain wheel mechanism comprises a large chain wheel, a small chain wheel and a chain for connecting the large chain wheel and the small chain wheel, the large chain wheel is connected with the first end shaft, the small chain wheel is connected with the output shaft of the motor, the small chain wheel is driven to rotate through the rotation of the output shaft of the motor, then the large chain wheel is driven to rotate through the chain, the large chain wheel drives the first end shaft to rotate, the first end shaft drives the middle shaft to rotate, the middle shaft drives the second end shaft to rotate, and therefore the rotation of the whole non-differential coupling is achieved.

Preferably, the big sprocket fretwork is equipped with at least one triangle carriage the first end axle is equipped with at least one and this triangle carriage matched with triangle connection auricle, triangle carriage and triangle connection auricle can fold mutually and pass through the bolt lock solid.

Preferably, the second end shaft is provided with at least one toothed connection lug, and the brake disc is fastened on the toothed connection lug through a floating disc nail.

Preferably, the racing bicycle further comprises a first motor support and a second motor support which are fixed on the racing bicycle, wherein the motors are erected between the first motor support 71 and the second motor support and are supported through the first motor support and the second motor support.

The utility model has the following beneficial effects: compared with the traditional differential mechanism, the differential-free coupling has the advantages that the structure is simpler, the size is smaller, the weight is lighter, the effects of convenience in assembly, small occupied space and light weight are achieved, the power loss is reduced, the transmission efficiency is improved, and the electric racing car is enabled to have higher bending speed on an FSEC track with a plurality of curves; compared with the traditional differential mechanism, the differential-free coupling is lower in price, the cost is about one fourth of that of the Derexhlet differential mechanism, so that the cost and the later maintenance cost are greatly reduced, and the differential-free coupling is more suitable for an FSEC college student team with less economy; thirdly, the torque is transmitted to the two driving shafts simultaneously through the non-differential coupling, so that the traditional double-wheel side braking is changed into the central single-disc braking, the braking response speed can be improved, a brake disc and a brake caliper are omitted, and the manufacturing cost and the overall quality are further reduced.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

FIG. 1 is a schematic view of the overall structure of the present invention;

FIG. 2 is a top view of the present invention;

FIG. 3 is a cross-sectional view of the present invention;

FIG. 4 is a schematic view of the non-differential coupling of the present invention;

FIG. 5 is a schematic structural view of a middle end shaft of the present invention;

fig. 6 is a schematic view of a second end shaft structure according to the present invention.

Illustration of the drawings: 1-a motor; 2-a support mechanism, 21-a first support, 22-a second support, 23-a lifting rod; 3-a non-differential coupling, 31-a middle shaft, 32-a first end shaft, 33-a second end shaft, 34-petal-shaped bumps, 35-petal-shaped grooves, 36-threaded holes, 37-triangular connecting lugs and 38-toothed connecting lugs-38; 4-chain wheel mechanism, 41-big chain wheel, 42-triangle connecting frame; 5-a drive shaft; 61-brake calipers; 62-a brake disc; 71-a first motor mount; 72-a second motor mount; 8-a bearing; 9-bearing bush.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings of the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the equipment or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

Examples

The following are only preferred embodiments of the present invention, and the scope of the present invention is not limited to the following examples, and all technical solutions belonging to the idea of the present invention belong to the scope of the present invention.

Referring to the attached drawings 1-6 of the specification, the utility model provides a non-differential braking transmission structure of an electric racing car, which comprises a motor 1, a support mechanism 2, a non-differential coupling 3 rotationally connected to the support mechanism 2, a chain wheel mechanism 4 in transmission connection with the motor 1 and the non-differential coupling 3, and driving shafts 5 connected to two ends of the non-differential coupling 3, wherein the driving shafts 5 are specifically connected through tripod type constant velocity universal joints, and are connected with wheels so as to drive the wheels to rotate. A brake caliper 61 provided on the support mechanism 2 and a brake disc 62 provided on the non-differential coupling 3. Thus, the motor 1 of the present invention transmits torque to the differential-less coupling 3 through the sprocket mechanism 4, and then directly transmits the torque to the drive shafts 5 provided at both ends through the differential-less coupling 3. In addition, at the time of braking, the non-differential coupling 3 is braked by the brake disc 62, so that braking of the two drive shafts 5 can be achieved by one brake disc 62. .

As a preferred embodiment of the non-differential coupling 3, the non-differential coupling 3 includes a middle shaft 31, and a first end shaft 32 and a second end shaft 33 connected to two ends of the middle shaft 31, the middle shaft 31 is provided with a petal-shaped protrusion 34 and a threaded hole 36, the petal-shaped protrusion 34 and the middle shaft 31 are integrally formed, the first end shaft 32 and the second end shaft 33 are provided with a petal-shaped groove 35 and a threaded hole 36 for the petal-shaped protrusion 34 to be embedded, when the non-differential coupling is mounted, the petal-shaped groove 35 of the first end shaft 32 and the second end shaft 33 is embedded with the petal-shaped protrusion 34, and is fastened and connected with the middle shaft 31 through a bolt, and torque transmission is realized through the matching of the petal-shaped protrusion 34 and the petal-shaped groove 35 to increase a contact surface, so as to improve torque transmission efficiency, and axial displacement is prevented through bolt locking, so that the structure is firmer.

Because the disappearance differential function can produce the moment of torsion difference when the turn, and is preferred, no differential shaft coupling 3 adopts 7075 aluminum alloy material preparation, and 7075 aluminum alloy is a cold treatment forging alloy, and the structure is inseparable, and intensity is high, and is far better than mild steel, can promote no differential shaft coupling 3's intensity from this, prevents the fracture that the impact that brings by the moment of torsion difference caused. However, the manufacturing cost is high, so the bearing bushes 9 with low manufacturing cost are arranged between the first end shaft 32 and the driving shaft 5 and between the second end shaft 33 and the driving shaft 5, so that the two end shafts are prevented from being directly abraded, and the service life of the end shafts is prolonged. The driving shaft 5 is made of titanium alloy, the titanium alloy is higher in hardness and good in structural strength, and the driving shaft is not easy to break.

As a preferred embodiment of the sprocket mechanism 4, the sprocket mechanism 4 comprises a large sprocket 41, a small sprocket 42 and a chain connecting the large sprocket 41 and the small sprocket 42, the large sprocket 41 is connected with the first end shaft 32, and the small sprocket 42 is connected with the output shaft of the motor 1. The output shaft of the motor 1 rotates to drive the small chain wheel 42 to rotate, the small chain wheel 42 rotates to drive the large chain wheel 41 to rotate through a chain, the large chain wheel 41 rotates to drive the first end shaft 32 to rotate, the first end shaft 32 rotates to drive the middle shaft 31 to rotate, and the middle shaft 31 rotates to drive the second end shaft 33 to rotate, so that the rotation of the whole non-differential coupling 3 is realized.

As the preferred embodiment, big sprocket 41 is the fretwork design and is equipped with a plurality of triangle connecting frame 42, first end axle 32 is equipped with triangle connection lug 37, sets up 6 triangle connecting frame 42 and triangle connection lug 37 at least, and triangle connecting frame 42 and triangle connection lug 37 are folded and are locked through the bolt, and the fretwork design reaches lightweight effect, and triangle connecting frame 42 and triangle connection lug 37 are folded and are established the lock, both reduced shaft hole connection structure, and increase area of contact, reduce the shearing force that the bolt was received, promote connection fastness and stability.

Similarly, the second end shaft 33 is provided with a plurality of connecting lugs 38, and the brake disc 62 is fastened on the connecting lugs 38 through floating disc nails, so as to achieve the above effects, which is not described herein.

In a preferred embodiment, the supporting mechanism 2 comprises a first bracket 21, a second bracket 22 and a lifting rod 23 connecting the first bracket 21 and the second bracket 22, the first bracket 21 and the second bracket 22 are fixed on the racing car, and the lifting rod 23 is used for positioning and connecting the first bracket 21 and the second bracket 22, so that the two brackets are prevented from being broken when being subjected to a large torque due to insufficient rigidity, and the whole structure can be lifted up to be maintained by lifting the lifting rod 23. Bearings 8 are arranged between the first bracket 21 and the first end shaft 32 and between the second bracket 22 and the second end shaft 33, so that the two end shafts can rotate relative to the two brackets, the brake caliper 61 is locked on the second bracket 22, and the brake disc 62 is braked by the brake caliper 61. The motor 1 is erected between the first motor support 71 and the second motor support 72 and supported by the first motor support 71 and the second motor support 72, so that the stability is guaranteed.

The utility model discloses a non-differential brake transmission structure of an electric racing car, which comprises a motor, a support mechanism, a non-differential coupler rotationally connected to the support mechanism, a chain wheel mechanism in transmission connection with the motor and the non-differential coupler, driving shafts connected to two ends of the non-differential coupler, brake calipers arranged on the support mechanism and a brake disc arranged on the non-differential coupler. The utility model is designed aiming at the working condition and the actual requirement of the FSEC, and has the advantages of high power transmission efficiency, less loss, light and compact structure, easy assembly, low maintenance cost and the like.

Claims

1. A non-differential transmission braking structure of an electric racing car is characterized by comprising a motor, a supporting mechanism, a non-differential coupling rotationally connected to the supporting mechanism, a chain wheel mechanism in transmission connection with the motor and the non-differential coupling, and driving shafts connected to two ends of the non-differential coupling; the driving shaft is connected with the wheels to drive the wheels to rotate, the supporting mechanism is provided with a brake caliper, the non-differential coupling is provided with a brake disc, and the wheels are braked by matching the brake caliper with the brake disc.

2. The electromotive racing bicycle non-differential transmission brake structure as claimed in claim 1, wherein the support mechanism comprises a first bracket, a second bracket and a lifting rod connecting the first bracket and the second bracket, the first bracket and the second bracket are fixed to the racing bicycle, and the first bracket and the second bracket are positioned and connected by the lifting rod.

3. The electromotive racing non-differential transmission brake structure as claimed in claim 2, wherein the non-differential coupling includes a center shaft and first and second end shafts connected to both ends of the center shaft, the center shaft is provided with a projection and a threaded hole, the projection is integrally formed with the center shaft, and the first and second end shafts are provided with a groove and a threaded hole for fitting the projection.

4. The electromotive racing non-differential transmission braking structure as claimed in claim 3, wherein the protrusions are petaloid protrusions, and the grooves are petaloid grooves corresponding to the petaloid protrusions.

5. The electromotive racing bicycle non-differential transmission brake structure as claimed in claim 3, wherein bearings are provided between the first bracket and the first end axle and between the second bracket and the second end axle, so that the two end axles can rotate relative to the two brackets, and the brake caliper is locked on the second bracket and brakes the wheel through the brake disc.

6. The electromotive racing non-differential transmission brake structure as claimed in claim 3, wherein a bearing bush is provided between the first end shaft and the driving shaft and between the second end shaft and the driving shaft.

7. The electric racing car non-differential transmission braking structure as claimed in claim 3, wherein the chain wheel mechanism comprises a large chain wheel, a small chain wheel and a chain connecting the large chain wheel and the small chain wheel, the large chain wheel is connected with the first end shaft, the small chain wheel is connected with the output shaft of the motor, the small chain wheel is driven to rotate by the rotation of the output shaft of the motor, and then the large chain wheel is driven to rotate by the chain, the large chain wheel drives the first end shaft to rotate, the first end shaft drives the middle shaft to rotate, and the middle shaft drives the second end shaft to rotate, so that the whole non-differential coupling is rotated.

8. The electromotive racing bicycle non-differential transmission braking structure as claimed in claim 7, wherein the large sprocket has at least one triangular connecting frame hollowed out, the first end axle has at least one triangular connecting lug matching with the triangular connecting frame, and the triangular connecting frame and the triangular connecting lug can be overlapped and locked by bolts.

9. The electric racing vehicle non-differentiating transmission brake structure as claimed in claim 7, wherein the second end shaft is provided with at least one toothed connection lug, and the brake disc is fastened on the toothed connection lug through a floating disc nail.

10. The electromotive racing bicycle non-differential transmission brake structure as claimed in claim 1, further comprising a first motor bracket and a second motor bracket fixed to the racing bicycle, wherein the motor is erected between the first motor bracket and the second motor bracket and supported by the first motor bracket and the second motor bracket.