CN220254280U - Variable torque primary and secondary hub motor - Google Patents
Variable torque primary and secondary hub motor Download PDFInfo
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- CN220254280U CN220254280U CN202321896997.4U CN202321896997U CN220254280U CN 220254280 U CN220254280 U CN 220254280U CN 202321896997 U CN202321896997 U CN 202321896997U CN 220254280 U CN220254280 U CN 220254280U
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Abstract
The utility model discloses a variable torque primary and secondary hub motor, which comprises a hub mounting part, wherein a primary motor module and a secondary motor module are mounted on the hub mounting part; the female motor module comprises a female motor stator fixed on the periphery of the hub mounting part, a female motor rotor is mounted on the outer Zhou Peige of the female motor stator, and a hub motor output shell is fixed on the outer of the female motor rotor; the sub-motor module comprises a sub-motor stator indirectly fixed on the hub mounting part, a sub-motor rotor is mounted on the outer Zhou Peige of the sub-motor stator, a trochoid speed reduction assembly is arranged outside the sub-motor rotor, a sub-motor output shell is matched with the outer periphery of the trochoid speed reduction assembly, and a sub-and-mother switching clutch is arranged between the sub-motor output shell and the hub motor output shell; the device has the advantages of simple structure, small volume, quick clutch engagement response, reasonable and accurate control method and the like.
Description
Technical Field
The utility model relates to a hub motor, in particular to a primary-secondary hub motor with variable torque.
Background
The hub motor is a motor which is driven by the motor to rotate the hub shell and is widely used for electric vehicles and other rotating mechanisms. The general hub motor directly drives the hub shell to rotate by the outer rotor of the motor, and after the motor runs stably at a high rotating speed, the motor can meet the requirement of high-speed running, but when the motor is just started or runs at a low rotating speed, the motor has smaller torque, can not meet the load requirement during starting, or can not meet the requirement of high-torque power required by a heavy-duty vehicle at a low speed; in order to realize the high-torque power demand, in the prior art, a rotor motor is combined with a planetary reducer structure, and the speed reduction and the torque increase are realized through the planetary reducer, so that the high-torque power demand is met, but the high-speed low-torque and low-speed high-torque demands are difficult to be met by the single motor.
In the prior art, publication number CN112838711A discloses a dual-motor parallel running hub motor, including direct drive motor and low torque motor, direct drive motor is used for directly driving the wheel, low torque motor's power input is to first level planetary reduction gear, clutch's actuation and break away from decide whether power is transmitted to second level planetary reduction gear from first level planetary reduction gear, third level planetary reduction gear's power is coupled to direct drive motor external rotor casing through an outer driving cover, realize dual-motor parallel running, this kind of hub motor has the advantage that directly drives and bring, low torque motor drive chain provides short-term moment of torsion with great speed ratio simultaneously, can solve vehicle climbing and well low-speed accelerated moment of torsion demand, solve direct drive motor's limitation. But this motor also has the following drawbacks: 1. the hub motor is internally provided with a first-stage planetary reduction mechanism, a second-stage planetary reduction mechanism and a third-stage planetary reduction mechanism, and the hub motor can achieve the purposes of speed reduction and torque increase, but has a complex structure and large volume, and can increase the overall weight of the hub motor; 2. the clutch structure is provided in the hub motor, but the structure and the working principle of the clutch are not described in the publication, only the clutch is a wet clutch or any one of clutches which can be automatically disengaged when a high speed is set, then the current clutch structure mainly relies on friction force between friction plates to realize engagement, has friction abrasion, has engagement failure, and has slow engagement response.
Disclosure of Invention
The utility model aims to solve the technical problem of providing the variable torque primary-secondary hub motor which has the advantages of simple structure, small volume, quick clutch engagement response, reasonable and accurate control method.
In order to solve the technical problems, the technical scheme of the utility model is as follows: the variable torque primary-secondary hub motor comprises a hub mounting part serving as a fixed flange, wherein a primary motor module and a secondary motor module are mounted on the hub mounting part; the female motor module comprises a female motor stator fixedly arranged on the periphery of the hub mounting part, a female motor rotor is arranged on the outer Zhou Peige of the female motor stator, and a hub motor output shell is fixedly arranged on the outer of the female motor rotor; the sub-motor module comprises a sub-motor stator indirectly fixed on the hub mounting part, a sub-motor rotor is mounted on the outer Zhou Peige of the sub-motor stator, a sub-trochoid speed reduction assembly is arranged outside the sub-motor rotor, a sub-motor output shell is matched with the outer periphery of the sub-trochoid speed reduction assembly, and a sub-mother switching clutch is arranged between the sub-motor output shell and the hub motor output shell; when the primary-secondary switching clutch is in a separation state, the primary motor rotor is used as a power output end of the hub motor and power is transmitted to the hub motor output shell; when the primary-secondary switching clutch is in an engaged state, the primary motor output housing and the secondary motor rotor serve as a power output end of the hub motor and power is transmitted to the hub motor output housing.
As an optimized technical scheme, the primary-secondary switching clutch comprises a clutch sliding sleeve, the clutch sliding sleeve is axially and slidably arranged on the periphery of a primary motor output shell, an attracting electromagnet is arranged on the inner periphery of a hub motor output shell and is fixed on a primary motor stator through an electromagnet bracket, an electromagnetic coil is correspondingly arranged on the attracting electromagnet, a return spring is arranged between the attracting electromagnet and an attracting surface of the clutch sliding sleeve, and two ends of the return spring respectively prop against the clutch sliding sleeve and the attracting electromagnet; clutch engagement keys are uniformly formed on the outer periphery of the clutch sliding sleeve in an integral forming manner, hub shell engagement keys for being in contact fit with the clutch engagement keys are uniformly formed on the inner periphery of the hub motor output shell in an integral forming manner, the number of the clutch engagement keys is the same as that of the hub shell engagement keys, and clutch idle strokes which are beneficial to the axial movement of the clutch sliding sleeve to switch between the separation and engagement actions are arranged between two adjacent hub shell engagement keys; when the clutch sliding sleeve and the attracting electromagnet are separated, the circumferential surface of each clutch joint key is not overlapped with the circumferential surface of each hub shell joint key. As the preferable technical scheme, the outer periphery of the output shell of the sub motor is provided with an axial limiting spline, and the inner periphery of the clutch sliding sleeve is provided with an axial limiting spline sleeve which is in sliding fit with the axial limiting spline.
As an optimized technical scheme, two ends of the hub motor output shell are respectively arranged on the hub mounting part and the sub motor output shell through supporting bearings.
As an optimized technical scheme, the sub trochoid speed reduction assembly comprises a bearing eccentric sleeve fixedly arranged outside a rotor of the sub motor, wherein the periphery of the bearing eccentric sleeve is provided with at least two eccentric installation positions with different phase angles, each eccentric installation position is respectively and rotatably provided with a transmission gear, and an output shell of the sub motor is meshed with the periphery of all the transmission gears; the outer end face of the transmission gear is provided with a planet carrier end cover fixed with the hub mounting part, the stator of the sub motor is fixed on the planet carrier end cover, and a locking fixing device for mounting all the transmission gears is connected between the planet carrier end cover and the hub mounting part.
As a preferable technical scheme, the anti-loosening fixing device comprises an anti-loosening bolt which is used for connecting the planet carrier end cover, the hub mounting part and all the transmission gears in a threaded manner, and the anti-loosening bolt is fixedly connected with the hub mounting part in a threaded manner by the planet carrier end cover through all the transmission gears; the anti-loosening device is characterized in that a pin shaft sleeve and a pin shaft are arranged between the transmission gear and the anti-loosening bolt, the periphery of the pin shaft sleeve is installed on all the transmission gears in a cutting fit mode, the pin shaft is installed in the pin shaft sleeve in a sliding mode, and the anti-loosening bolt is sleeved in the pin shaft.
As a preferable technical scheme, the hub mounting part and the inner Zhou Tongguo inner circumference mounting bearing of the planet carrier end cover are respectively mounted on the corresponding bearing eccentric sleeve, and the outer circumferences of the hub mounting part and the planet carrier end cover are respectively mounted on the sub-motor output housing through the outer circumference mounting bearing.
As an optimized technical scheme, the inner periphery of the stator of the sub motor is fixed on a sub motor fixing frame, and the sub motor fixing frame is fixed on the planet carrier end cover.
Due to the adoption of the technical scheme, the utility model has the beneficial effects that:
1. the utility model controls the principle that the operation start of the sub-motor module and the mother motor module judges whether the clutch is completely engaged by detecting the current signal of the sub-motor module, when the current signal is detected to suddenly increase, the clutch engagement key is abutted against the hub shell engagement key to represent that the sub-mother switching clutch is completely engaged; the clutch is disconnected by comparing the speed between the output shell of the sub motor and the rotor of the main motor, when the speed of the rotor of the main motor is higher than that of the output shell of the sub motor, the clutch is controlled to be immediately disconnected, the clutch disconnection time point is accurate, the counter-potential of the main motor and the sub motor cannot be influenced, the control is more accurate, and the influence on the service life of the motor is avoided;
2. the speed reducer adopts a trochoid structure, and compared with the structure of a planetary speed reducing mechanism and a multi-stage speed reducing mechanism combination in the prior art, the speed reducer has the advantages of simpler and more compact structure, small volume and light weight;
3. according to the utility model, a tooth slot matching mode is adopted between the clutch sliding sleeve and the sub-motor output shell, and a stop block contact matching mode is adopted between the clutch sliding sleeve and the hub motor output shell, so that compared with the mode of realizing the engagement by utilizing friction force between friction plates in the prior art, the problems of friction plate abrasion and engagement failure are avoided, and the engagement is more stable; the utility model utilizes electromagnetic control to joint, and has the advantages of quick joint response and quick response.
Drawings
The following drawings are only for purposes of illustration and explanation of the present utility model and are not intended to limit the scope of the utility model. Wherein:
FIG. 1 is a cross-sectional view of a construction of an embodiment of the present utility model;
FIG. 2 is a cross-sectional view of another angle of an embodiment of the present utility model;
FIG. 3 is a cross-sectional view taken along the direction A-A in FIG. 2;
FIG. 4 is a schematic illustration of the engagement of clutch engagement keys with hub shell engagement keys in accordance with an embodiment of the present utility model;
in the figure: 100-a hub mounting portion; 200-a parent motor module; 201-a parent motor stator; 202-a parent motor rotor; 300-sub-motor module; 301-sub-motor stator; 302-sub-motor rotor; 400-wheel hub motor output housing; 401-supporting bearings; 500-trochoid deceleration assembly; 501-bearing eccentric sleeve; 502-a transmission gear; 503-a planet carrier end cap; 504-lockbolts; 505-pin bosses; 506-pin shaft; 600-sub-motor output housing; 700-primary-secondary switching clutch; 701-clutch slip sleeve; 702-axial limit splines; 703-axial limiting spline sleeve; 704-attracting an electromagnet; 705-electromagnetic coil; 706-a return spring; 707-clutch engagement keys; 708-hub shell engagement key; 709—clutched idle stroke.
Detailed Description
The utility model is further illustrated in the following, in conjunction with the accompanying drawings and examples. In the following detailed description, certain exemplary embodiments of the present utility model are described by way of illustration only. It is needless to say that the person skilled in the art realizes that the described embodiments may be modified in various different ways without departing from the spirit and scope of the utility model. Accordingly, the drawings and description are to be regarded as illustrative in nature and not as restrictive in scope.
As shown in fig. 1 to 3, the variable torque primary and secondary hub motor includes a hub mounting portion 100 as a fixing flange, the hub mounting portion 100 is used as a mounting base of the device for fixing on an automobile or other devices, and the hub mounting portion 100 is provided with a primary motor module 200 and a secondary motor module 300; the female motor module 200 includes a female motor stator 201 fixedly installed at the outer circumference of the hub installation part 100, a female motor rotor 202 is installed at the outer Zhou Peige of the female motor stator 201, and a hub motor output housing 400 is fixed at the outer side of the female motor rotor 202; the sub-motor module 300 comprises a sub-motor stator 301 indirectly fixed on the hub mounting portion 100, a sub-motor rotor 302 is mounted on an outer side Zhou Peige of the sub-motor stator 301, a sub-trochoidal speed reduction assembly 500 is arranged outside the sub-motor rotor 302, a sub-motor output housing 600 is matched with the outer periphery of the sub-trochoidal speed reduction assembly 500, the sub-motor stator 301, the sub-motor rotor 302, the sub-trochoidal speed reduction assembly 500 and the sub-motor output housing 600 are integrally formed into a parent motor module 200, and a sub-parent switching clutch 700 is arranged between the sub-motor output housing 600 and the hub motor output housing 400; when the primary-secondary switching clutch 700 is in the disengaged state, the primary-secondary rotor 202 serves as a power output end of the in-wheel motor and power is transmitted to the in-wheel motor output housing 400, and when the primary-secondary switching clutch 700 is in the engaged state, the primary-secondary output housing 600 and the primary-secondary rotor 202 serve as a power output end of the in-wheel motor and power is transmitted to the in-wheel motor output housing 400.
In this embodiment, the female motor module 200 is disposed outside as a direct-drive motor for driving an automobile or other rotating mechanism, the hub motor output housing 400 is disposed inside as an output component of the whole hub motor, the sub-motor module 300 is disposed at the outer periphery thereof with the sub-trochoid speed reduction assembly 500 for reducing speed and increasing torque, and the sub-female switching clutch 700 is disposed between the outer periphery of the sub-motor output housing 600 and the inner periphery of the hub motor output housing 400, and has the characteristics of compact structure, light weight, small volume, and the like.
The device also comprises a controller, a female motor speed sensor for collecting the output rotating speed of the female motor module 200 is correspondingly arranged at the female motor module 200, and the collected output rotating speed n of the female motor module 200 is used for controlling the output rotating speed n of the female motor module 200 1 To the controller, the female motor speed sensor may be indirectly mounted on the hub mounting portion 100; the sub motor module 300 is correspondingly provided with a sub motor speed sensor for collecting the output rotation speed of the sub motor output housing 600, and the collected output rotation speed n of the sub motor output housing 600 2 The motor speed sensor is indirectly mounted on the hub mounting portion 100, and the motor speed sensor can adopt photoelectric encoders to measure the rotation speed in real time. The controller is also internally provided with an output rotating speed n for comparing the female motor module 200 1 And the output rotation speed n of the sub-motor output housing 600 2 A speed comparison module of size; the sub-motor module 300 is also correspondingly provided with a current sensor for collecting the current signal of the sub-motor module 300. When the controller generates a clutch engagement signal, the controller firstly controls the primary-secondary switching clutch 700 to start to engage, and simultaneously the sub-motor module 300 starts to perform micro rotation, when the current sensor detects that the current of the sub-motor module 300 suddenly increases, the primary-secondary switching clutch 700 is completely engaged, and at this time, the sub-motor module 300 and the parent-motor module 200 start to normally operate, the sub-motor output housing 600 and the parent-motor rotor 202 simultaneously serve as a power output end of the hub motor and power is transmitted to the hub-motor output housing 600, and when the speed comparison module determines that n 1 ＞n 2 When the female motor rotor 202 is used as the power output end of the hub motor, the power is transmitted to the hubThe motor outputs the housing 600, and the controller generates a clutch release signal to control the primary-secondary switching clutch 700 to be released.
The primary-secondary switching clutch 700 comprises a clutch sliding sleeve 701, wherein the clutch sliding sleeve 701 is axially and slidably arranged on the outer periphery of the secondary motor output housing 600, axial limiting splines 702 are integrally formed and arranged on the outer periphery of the secondary motor output housing 600, and an axial limiting spline sleeve 703 which is slidably matched with the axial limiting splines 702 is integrally formed and arranged on the inner periphery of the clutch sliding sleeve 701; an attracting electromagnet 704 is mounted on the inner periphery of the hub motor output housing 400, the attracting electromagnet 704 is fixed on the female motor stator 201 through an electromagnet bracket, an electromagnetic coil 705 is correspondingly arranged on the attracting electromagnet 704, a return spring 706 is arranged between the attracting electromagnet 704 and an attracting surface of the clutch sliding sleeve 701, a spring groove is formed in the attracting electromagnet 704, the return spring 706 is positioned in the spring groove to avoid torsion deformation of the spring, two ends of the return spring 706 respectively abut against the clutch sliding sleeve 701 and the attracting electromagnet 704, two ends of the return spring 706 are smooth surfaces, and a finishing treatment mode is adopted at the matching surfaces of the return spring 706, the attracting electromagnet 704 and the clutch sliding sleeve 701 to avoid larger friction at the matching position; referring to fig. 4, the outer circumference of the clutch sliding sleeve 701 is integrally formed with clutch engagement keys 707, the inner circumference of the hub motor output housing 400 is integrally formed with hub housing engagement keys 708 for contacting and matching with the clutch engagement keys 707, the number of the clutch engagement keys 707 is the same as that of the hub housing engagement keys 708, and a clutch idle stroke 709 for facilitating the axial movement of the clutch sliding sleeve 701 to switch between the disengagement and engagement actions is arranged between two adjacent hub housing engagement keys 708; after the clutch sliding sleeve 701 and the attracting electromagnet 704 are attracted, the clutch sliding sleeve 701 magnetically slides to one side of the attracting electromagnet 704, the circumferential surface where each clutch engagement key 707 is located coincides with the circumferential surface where each hub shell engagement key 708 is located, at this time, the clutch engagement key 707 is located between two adjacent hub shell engagement keys 708, and after being in contact fit with one of the hub shell engagement keys 708, the clutch is represented as being fully engaged; after the clutch sliding sleeve 701 and the engaging electromagnet 704 are separated, the clutch sliding sleeve 701 slides to a side far away from the engaging electromagnet 704 under the thrust of the return spring 706, the circumferential surface where each clutch engagement key 707 is located is not overlapped with the circumferential surface where each hub shell engagement key 708 is located, at this time, the clutch engagement key 707 is dislocated from all the hub shell engagement keys 708, and does not contact any of the hub shell engagement keys 708.
In this embodiment, three clutch engagement keys 707 and three hub shell engagement keys 708 are provided, when the clutch is disengaged, the clutch engagement keys 707 and the hub shell engagement keys 708 are in a staggered arrangement on the same circumferential surface, and when the clutch is engaged, the clutch engagement keys 707 and the hub shell engagement keys 708 are in the same circumferential surface, and the clutch engagement keys 707 can be matched with the two front and rear hub shell engagement keys 708, so that rotational engagement in two directions can be realized, and the rotational requirements in two directions (forward or reverse) of the hub motor can be met.
In this embodiment, a spline fit mode is adopted between the clutch sliding sleeve 701 and the sub-motor output housing 600, and a key contact fit mode is adopted between the clutch sliding sleeve 701 and the hub motor output housing 400, so that compared with the mode of realizing engagement by using friction force between friction plates in the prior art, the problem of friction plate abrasion and engagement failure is avoided, and the engagement is more stable; the device utilizes electromagnetic control to connect, so that the connection response is faster and the reaction is rapid.
Two ends of the hub motor output housing 400 are respectively mounted on the hub mounting portion 100 and the sub motor output housing 600 through support bearings 401, wherein one support bearing 401 is in fit limit with a snap spring through a limit step on the hub mounting portion 100, and the other support bearing 401 is in fit limit with an outer baffle through a limit step on the sub motor output housing 600.
The trochoid reduction assembly 500 comprises a bearing eccentric sleeve 501 fixedly arranged outside the rotor 302 of the sub-motor, at least two eccentric installation positions with different phase angles are arranged on the periphery of the bearing eccentric sleeve 501, a transmission gear 502 is rotatably arranged on each eccentric installation position, and the output housing 600 of the sub-motor is meshed with the periphery of all the transmission gears 502; the outer end face of the transmission gear 502 is provided with a planet carrier end cover 503 fixed with the hub mounting part 100, the inner periphery of the sub-motor stator 301 is fixed on a sub-motor fixing frame, the sub-motor fixing frame is fixed on the planet carrier end cover 503, and a locking fixing device for mounting all the transmission gears 502 is connected between the planet carrier end cover 503 and the hub mounting part 100. In this embodiment, two transmission gears 502 are meshed with each other at 180 ° phase-shifted positions relative to the sub-motor output housing 600 and rotate in a predetermined direction, so that the two transmission gears 502 forming a trochoid tooth form rotate, and the two transmission gears 502 rotate at a reduced speed to relatively reduce the speed of the hub motor output housing 400 via the sub-motor output housing 600. The speed reducer in the embodiment adopts a trochoid structure, and compared with the structure of a planetary speed reducing mechanism and a multistage speed reducing mechanism combination in the prior art, the speed reducer has the advantages of simpler and more compact structure, small volume and light weight.
The anti-loosening fixing device comprises an anti-loosening bolt 504 which is used for connecting the planet carrier end cover 503, the hub mounting part 100 and all the transmission gears 502 in a threaded manner, and the anti-loosening bolt 504 penetrates through all the transmission gears 502 from the planet carrier end cover 503 to be fixedly connected with the hub mounting part 100 in a threaded manner; a pin shaft sleeve 505 and a pin shaft 506 are arranged between the transmission gear 502 and the lockbolt 504, the outer circumference of the pin shaft sleeve 505 is installed on all the transmission gears 502 in a cut fit mode, the pin shaft 506 is slidably installed in the pin shaft sleeve 505, and the lockbolt 504 is sleeved in the pin shaft 506.
The hub mounting portion 100 and the inner periphery mounting bearing of the inner Zhou Tongguo of the carrier end cover 503 are respectively mounted on the corresponding bearing eccentric sleeve 501, and the outer peripheries of the hub mounting portion 100 and the carrier end cover 503 are respectively mounted on the sub-motor output housing 600 through the outer periphery mounting bearing.
The clutch engagement and disengagement principle in this embodiment is as follows:
when the hub motor is started for the first time, the controller generates a clutch engagement signal, the electromagnetic coil 705 is electrified by the controller, the attracting electromagnet 704 generates magnetism, the attracting electromagnet 704 overcomes the elasticity of the restoring spring 706, the clutch sliding sleeve 701 is attracted by the magnetism of the attracting electromagnet 704, the axial limit spline 702 along the surface of the sub-motor output housing 600 slides towards the axis of the attracting electromagnet 704, during the attracting process of the clutch sliding sleeve 701, the sub-motor module 300 starts to rotate slightly, at this time, the clutch sliding sleeve 701 rotates slightly under the driving of the sub-motor module 300 and the sub-motor output housing 600, during the rotating process, the current sensor detects the current signal of the sub-motor module 300 in real time, representing that the clutch engagement key 707 is still in the clutch idle stroke 709, is not yet in contact with the corresponding hub shell engagement key 708, and once the current signal suddenly increases (or an upper current signal limit may be preset, when the detected current signal exceeds this upper limit), representing that the clutch engagement key 707 is in contact with the corresponding hub shell engagement key 708, is subject to the resistance of the hub shell engagement key 708, such that the current signal suddenly increases, and the current signal suddenly increases, representing that the sub-motor module 300 starts normal operation first after engagement, the sub-motor module 200 starts normal operation after a few seconds (0.5 s-1.5 s), the sub-motor module 300 is a low-speed small motor, the sub-motor module 200 is a high-speed large motor, at this time, since the sub-motor output housing 600 has been completely engaged with the in-wheel motor output housing 600 through the sub-and-mother switching clutch 700, and since the initial rotational speed of the parent motor rotor 202 is smaller than the initial rotational speed of the sub-motor output housing 600, the parent motor rotor 202 is restrained from following rotation by the in-wheel motor output housing 600, at which time the speed comparison module judges the speeds at which both actually operateThe same degree, i.e. n 2 ＝n 1 The sub-motor output housing 600 and the main motor rotor 202 are simultaneously used as a power output end of the in-wheel motor and power is transmitted to the in-wheel motor output housing 600, but since the main motor module 200 has low rotation speed and does not have large torque, the sub-motor rotor 302 drives the sub-motor output housing 600 and the clutch sliding sleeve 701 to rotate to have low rotation speed and large torque after passing through the sub-motor speed reducing assembly 500, and the large torque power of the sub-motor output housing 600 is transmitted to the in-wheel motor output housing 400 through the clutch sliding sleeve 701 to drive the in-wheel motor output housing 400 to rotate with large torque; with the continuous operation of the sub-motor module 300 and the parent motor module 200, the rotational speed of the output of the parent motor module 200 increases faster, and when the speed comparison module determines n 1 ＞n 2 When the female motor rotor 202 is used as a power output end of the hub motor and power is transmitted to the hub motor output shell 600, at the moment, the clutch engagement key 707 is not contacted with the corresponding hub shell engagement key 708 positioned in front, and is positioned between the clutch idle strokes 709 between the front and rear hub shell engagement keys 708, the controller generates a clutch disengagement signal to control the separation of the female-male switching clutch 700, the engaging electromagnet 704 is powered off, the hub shell engagement key 708 slides along the axial direction under the action of the reset spring 706 during the operation of the clutch idle strokes 709 between the two adjacent clutch engagement keys 707, the clutch sliding sleeve 701 is far away from the engaging electromagnet 704 to realize complete separation, the female motor rotor 202 is used as the power output end of the hub motor and power is transmitted to the hub motor output shell 400 after separation, and the whole operation process is about 2s-3s from the clutch to complete separation, so that the low rotation speed and large torque output of the hub motor are realized in a short time; when the conditions of climbing, obstacle crossing and the like are met, the hub motor is switched to operate at a low rotation speed and a high torque, and the working principle is basically the same and is not repeated here.
In the control principle, the operation start of the sub-motor module 300 and the mother motor module 200 is to judge whether the clutch is completely engaged by detecting the current signal of the sub-motor module 300, when the current signal is detected to suddenly increase, the clutch engagement key 707 is indicated to be abutted against the hub shell engagement key 708, and the clutch 700 is completely engaged; and the disconnection of the clutch is through comparing the speed between the sub motor output shell 600 and the female motor rotor 202, when the speed of the female motor rotor 202 is greater than the speed of the sub motor output shell 600, the clutch is controlled to be immediately separated, the clutch separation time point is accurate, the counter potential of the female motor is not influenced, the control is more accurate, and the influence on the service life of the motor is avoided.
The foregoing has shown and described the basic principles, main features and advantages of the present utility model. It will be understood by those skilled in the art that the present utility model is not limited to the embodiments described above, and that the above embodiments and descriptions are merely illustrative of the principles of the present utility model, and various changes and modifications may be made therein without departing from the spirit and scope of the utility model, which is defined by the appended claims. The scope of the utility model is defined by the appended claims and equivalents thereof.
Claims (8)
1. The utility model provides a variable torque primary and secondary wheel hub motor, includes as fixed flange's wheel hub installation department, its characterized in that: the hub mounting part is provided with a main motor module and a sub motor module; the female motor module comprises a female motor stator fixedly arranged on the periphery of the hub mounting part, a female motor rotor is arranged on the outer Zhou Peige of the female motor stator, and a hub motor output shell is fixedly arranged on the outer of the female motor rotor; the sub-motor module comprises a sub-motor stator indirectly fixed on the hub mounting part, a sub-motor rotor is mounted on the outer Zhou Peige of the sub-motor stator, a sub-trochoid speed reduction assembly is arranged outside the sub-motor rotor, a sub-motor output shell is matched with the outer periphery of the sub-trochoid speed reduction assembly, and a sub-mother switching clutch is arranged between the sub-motor output shell and the hub motor output shell; when the primary-secondary switching clutch is in a separation state, the primary motor rotor is used as a power output end of the hub motor and power is transmitted to the hub motor output shell; when the primary-secondary switching clutch is in an engaged state, the primary motor output housing and the secondary motor rotor serve as a power output end of the hub motor and power is transmitted to the hub motor output housing.
2. The variable torque primary-secondary hub motor of claim 1, wherein: the primary-secondary switching clutch comprises a clutch sliding sleeve, the clutch sliding sleeve is axially and slidably arranged on the outer periphery of the primary motor output shell, an attracting electromagnet is arranged on the inner periphery of the hub motor output shell and is fixed on the primary motor stator through an electromagnet bracket, an electromagnetic coil is correspondingly arranged on the attracting electromagnet, a reset spring is arranged between the attracting electromagnet and the attracting surface of the clutch sliding sleeve, and two ends of the reset spring respectively abut against the clutch sliding sleeve and the attracting electromagnet; clutch engagement keys are uniformly formed on the outer periphery of the clutch sliding sleeve in an integral forming manner, hub shell engagement keys for being in contact fit with the clutch engagement keys are uniformly formed on the inner periphery of the hub motor output shell in an integral forming manner, the number of the clutch engagement keys is the same as that of the hub shell engagement keys, and clutch idle strokes which are beneficial to the axial movement of the clutch sliding sleeve to switch between the separation and engagement actions are arranged between two adjacent hub shell engagement keys; when the clutch sliding sleeve and the attracting electromagnet are separated, the circumferential surface of each clutch joint key is not overlapped with the circumferential surface of each hub shell joint key.
3. The variable torque primary-secondary hub motor of claim 2, wherein: the outer periphery of the sub motor output shell is provided with an axial limiting spline, and the inner periphery of the clutch sliding sleeve is provided with an axial limiting spline sleeve which is in sliding fit with the axial limiting spline.
4. The variable torque primary-secondary hub motor of claim 1, wherein: the two ends of the hub motor output shell are respectively arranged on the hub mounting part and the sub motor output shell through supporting bearings.
5. The variable torque primary-secondary hub motor of claim 1, wherein: the sub trochoid speed reduction assembly comprises a bearing eccentric sleeve fixedly arranged outside a rotor of the sub motor, at least two eccentric installation positions with different phase angles are arranged on the periphery of the bearing eccentric sleeve, a transmission gear is respectively and rotatably installed on each eccentric installation position, and an output shell of the sub motor is meshed with the periphery of all the transmission gears; the outer end face of the transmission gear is provided with a planet carrier end cover fixed with the hub mounting part, the stator of the sub motor is fixed on the planet carrier end cover, and a locking fixing device for mounting all the transmission gears is connected between the planet carrier end cover and the hub mounting part.
6. The variable torque primary-secondary hub motor of claim 5, further comprising: the anti-loosening fixing device comprises an anti-loosening bolt which is used for connecting the planet carrier end cover, the hub mounting part and all the transmission gears in a threaded manner, and the anti-loosening bolt is fixedly connected with the hub mounting part in a threaded manner by the planet carrier end cover through all the transmission gears; the anti-loosening device is characterized in that a pin shaft sleeve and a pin shaft are arranged between the transmission gear and the anti-loosening bolt, the periphery of the pin shaft sleeve is installed on all the transmission gears in a cutting fit mode, the pin shaft is installed in the pin shaft sleeve in a sliding mode, and the anti-loosening bolt is sleeved in the pin shaft.
7. The variable torque primary-secondary hub motor of claim 5, further comprising: the hub mounting part and the inner Zhou Tongguo inner circumference mounting bearings of the planet carrier end cover are respectively mounted on the corresponding bearing eccentric sleeves, and the outer circumferences of the hub mounting part and the planet carrier end cover are respectively mounted on the output shell of the sub-motor through outer circumference mounting bearings.
8. The variable torque primary-secondary hub motor of claim 5, further comprising: the inner periphery of the stator of the sub motor is fixed on a sub motor fixing frame which is fixed on the planet carrier end cover.
Priority Applications (1)
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| CN202321896997.4U CN220254280U (en) | 2023-07-19 | 2023-07-19 | Variable torque primary and secondary hub motor |
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| CN202321896997.4U CN220254280U (en) | 2023-07-19 | 2023-07-19 | Variable torque primary and secondary hub motor |
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