FR3135424A1 - Wheel assembly with mutually redundant hub and steering motors and control method thereof - Google Patents

Abstract

A wheel assembly with mutually redundant hub and steering motors and its control method. The wheel assembly includes a wheel (1), a hub motor (2), a steering motor (3), a reducer (5) and a suspension system. The hub motor (2) is in transmission connection with a hub of the wheel to drive the rotation of the wheel (1). The steering motor (3) is in transmission connection with the suspension system through the reducer (5) to drive the steering of the wheel (1). The reducer is a right angle reducer for changing a direction of power produced by the steering motor (3) by 90 degrees. The two motors are arranged in a hub cavity of the wheel coaxially side by side, so that the space occupation of the wheel assembly is reduced. If one of the two motors fails, the other motor can temporarily carry out the work of the faulty motor, [Fig. 1] Figure 1

Description

Wheel assembly with mutually redundant hub and steering motors and control method thereof

The present invention relates to the technical field of electric wheels, and in particular, to a wheel assembly with mutually redundant hub and steering motors and its control method.

Context

The electric wheel assembly is one of the main devices of the electric vehicle. The electric wheel assembly combines the hub motor and transmission, braking and steering devices, which simplifies the transmission, clutch, drive shaft and differential in traditional automobile and directly transfers force wheel drive, greatly improving the vehicle's space utilization rate and transmission efficiency. However, the technical difficulty of the electric wheel assembly lies in the narrow installation space, and the installation of the components requires a lot of time. In particular, most of the current electric wheel assemblies have the steering motor close to the suspension support arm, occupying a large amount of installation space, which is not conducive to the integration of the electric wheel assembly. .

In addition, in the existing electric wheel assembly, the rotation of the wheel and steering are respectively driven by a hub motor and a steering motor. If the engine fails, this will have serious consequences for the safety of the driver. If the spare motor is simply added for both the hub motor and the steering motor, it requires a lot of installation space for the layout, which is contrary to the concept of the integrated and compact electric wheel assembly. .

Summary

Taking into consideration the above problems, the present invention provides a wheel assembly with mutually redundant hub and steering motors and further provides its control method.

The present invention is implemented by the following technical solutions:

The present invention provides a wheel assembly with mutually redundant hub and steering motors, including a wheel, a hub motor, a steering motor, a reduction gear and a suspension system. The hub motor is in transmission connection with a hub of the wheel to drive rotation of the wheel. The steering motor is in transmission connection with the suspension system through the reducer to drive the steering of the wheel. The hub motor and the steering motor are arranged in a hub cavity of the wheel coaxially side by side. The reducer is a right angle reducer to change a direction of power produced by the steering motor by 90 degrees and transmit the power to the suspension system.

Preferably, the wheel assembly further comprises a first electrically controlled clutch device, a second electrically controlled clutch device and a third electrically controlled clutch device. The wheel hub includes a rotating shaft. The hub motor includes a first torque producing motor shaft. The steering motor includes a second torque-producing motor shaft. The gearbox includes a power input shaft. The rotating shaft, the first motor shaft, the second motor shaft and the power input shaft are arranged coaxially in sequence. The rotating shaft and a first end of the first motor shaft are in separable transmission connection through the first electrically controlled clutch device. A second end of the first motor shaft and a first end of the second motor shaft are in separable transmission connection through the second electrically controlled clutch device. A second end of the second motor shaft and the power input shaft are in separable transmission connection through the third electrically operated clutch device.

Preferably, the wheel assembly further comprises a motor housing and a brake. Both the hub motor and the steering motor are housed in the motor housing, and the brake is arranged between the motor housing and the wheel hub.

Preferably, the hub motor and the steering motor have an equivalent external diameter, and the motor housing has a cylindrical structure.

Preferably, the gearbox comprises a box and the box is fixed to the motor housing.

Preferably, the suspension system includes an upper swing arm, an upper support arm, a lower swing arm and a lower support arm. The upper swing arm and the lower swing arm are arranged up and down in a vertical direction. The upper swing arm includes one end fixedly connected with a frame and the other end connected with the upper support arm through a ball head. The upper support arm is further fixedly connected with the motor housing. The lower swing arm includes one end fixedly connected with the frame and the other end articulated with the lower support arm by a shaft articulated in a horizontal direction. The lower support arm and an output shaft of the reducer are connected through a shaft pin. A thrust bearing is arranged between the lower support arm and the output shaft of the reducer.

The present invention further provides a method for controlling a wheel assembly with mutually redundant hub and steering motors, adopting the wheel assembly with mutually redundant hub and steering motors, as described above. The control method comprises the steps of: determining whether the hub motor and the steering motor operate normally, and whether both the hub motor and the steering motor operate normally, maintaining the first clutch device under control normally closed electric clutch and the third electrically operated clutch device in an engaged state and the second normally open electrically operated clutch device in a disengaged state, driving the wheel to rotate by the hub motor, and driving the steering of the wheel thanks to the steering motor; if the hub motor fails and the steering motor operates normally, controlling the third normally closed electrically operated clutch device to be switched to a disengaged state, the second normally closed electrically operated clutch device open to be switched to an engaged state, and the first electrically controlled clutch device to be maintained in the engaged state continuously, and temporarily cause wheel rotation, by to the steering motor; and if the steering motor fails and the hub motor operates normally, controlling the first normally closed electrically operated clutch device to be switched to a disengaged state, the second electrically operated clutch device normally open to be switched to the engaged state, and the third electrically controlled clutch device to be kept in the engaged state continuously, and temporarily drive the direction of the wheel thanks to the hub motor.

Preferably, the control method comprises the steps of: if the hub motor fails and the steering motor operates normally and a failure occurs in a rear wheel, determining whether the rear wheel is in a state steering, and if the wheel is in the steering state, controlling the steering motor to drive the wheel to align, controlling the third normally closed electrically operated clutch device to be switched in the disengaged state, the second normally open electrically operated clutch device to be switched to the engaged state, and the first electrically operated clutch device to be held in the engaged state, continuously engaged state, and temporarily cause the rotation of the wheel by the steering motor; and if the wheel is not in the steering state, directly controlling the third normally closed electrically operated clutch device to be switched to the disengaged state, the second normally closed electrically operated clutch device opened to be switched to the engaged state, and the first electrically controlled clutch device to be kept in the engaged state continuously, and temporarily cause the wheel to rotate thanks to the steering motor.

The present invention has the following beneficial effects: the hub motor and the steering motor are arranged in the hub cavity of the wheel coaxially side by side, so that an internal space of the hub cavity is effectively utilized , the arrangement of the hub motor and the steering motor is very compact, and the space occupation of the wheel assembly is reduced. Through the arrangement of the first electrically controlled clutch device, the second electrically controlled clutch device and the third electrically controlled clutch device, the hub motor and the steering motor can act as mutually redundant backup motors while maintaining the compact layout of the hub motor and steering motor, which greatly improves the driving safety of the vehicle.

There is a diagram of a wheel assembly with mutually redundant hub and steering motors in one embodiment; And

There is logic table diagram of mutual redundancy of hub and steering motors in the embodiment.

Detailed description of the embodiments

In order to better illustrate the embodiments, the present invention provides accompanying drawings. The accompanying drawings, forming an integral part of the present invention, are primarily used to illustrate the embodiments and may explain the operating principles of the embodiments with reference to the related descriptions in this specification. With reference to such content, those skilled in the art can understand other possible implementations and advantages of the present invention. Components on the drawings are not drawn to scale and like reference numbers are usually used to represent like components.

The present invention is further described above with reference to the accompanying drawings and specific implementations.

In reference to the , as a preferred embodiment of the present invention, there is provided a wheel assembly with mutually redundant hub and steering motors, comprising a wheel 1, a hub motor 2 for driving the rotation of the wheel 1, and a steering motor 3 for driving the steering of the wheel 1. The hub motor 2 and the steering motor 3 are arranged in a hub cavity 15 of the wheel 1 coaxially side by side. An output shaft of the steering motor 3 is in transmission connection with a reducer 5. The reducer 5 is a right angle reducer, that is to say an input shaft and an output shaft of the reducer 5 are distributed at 90 degrees, so that the reducer 5 can increase and slow down the torque output through the steering motor 3 and change a direction of power produced by the steering motor 3 by 90 degrees and transmit the power to the suspension system , in order to realize the steering function of the wheel 1. In the present embodiment, the hub motor 2 and the steering motor 3 are arranged in the hub cavity 15 of the wheel 1 coaxially side by side, so that an internal space of the hub cavity 15 is efficiently used, the arrangement of the hub motor 2 and the steering motor 3 is very compact and the space occupation of the wheel assembly is reduced, facilitating the manufacture, assembly and transport of the wheel assembly. Since the hub motor 2 and the steering motor 3 are arranged side by side, the radial spaces of the two do not interfere with each other. The stator and motor rotor of the hub motor 2 and the steering motor 3 can be designed with larger diameter specifications, which can improve the output torque of the hub motor 2 and the steering motor 3. In the In this embodiment, the hub motor 2 and the steering motor 3 have an equivalent outer diameter, which ensures that the hub motor 2 and the steering motor 3 have a larger output torque, and facilitates their installation and their coordination.

The wheel assembly of the present embodiment further comprises a first electrically operated clutch device 16, a second electrically operated clutch device 6 and a third electrically operated clutch device 7. The wheel hub 1 includes a rotating shaft 101. The hub motor 2 includes a first torque-producing motor shaft 201. The steering motor 3 includes a second torque-producing motor shaft 301. The reducer 5 includes a power input shaft 501. The rotating shaft 101, the first motor shaft 201, the second motor shaft 301 and the power input shaft 501 are arranged coaxially in sequence. The rotating shaft 101 and a first end of the first motor shaft 201 are in separable transmission connection through the first electrically controlled clutch device 16 (the separable transmission connection, i.e. the first electrically controlled clutch device 16 has two states of "engaging" and "disengaging" for controlling the connection state of the first motor shaft 201 and the rotating shaft 101. The first clutch device electrically operated drive 16 can be engaged, so that the rotating shaft 101 and the first motor shaft 201 are in transmission connection to transmit torque, and it can also be disengaged to release the transmission connection between the rotating shaft 101 and the first motor shaft 201. The functions of the second electrically controlled clutch device 6 and the third electrically controlled clutch device 7 below are similar, so the description will not be repeated). A second end of the first motor shaft 201 and a first end of the second motor shaft 301 are in separable transmission connection through the second electrically controlled clutch device 6. A second end of the second motor shaft 301 and the The power input shaft 501 are in separable transmission connection through the third electrically controlled clutch device 7. Under normal vehicle driving conditions, the first electrically controlled clutch device 16 and the third electrically operated clutch device 7 are normally closed (i.e. in the normal driving condition of the vehicle, keep in the engaged state) and the second electrically operated clutch device 6 is normally open (i.e. in the normal driving condition of the vehicle, keep in the disengaged state). At this time, steering motor 3 and hub motor 2 do not interfere with each other. Hub motor 2 drives wheel 1, steering motor 3 drives gearbox 5 and then the suspension system and hub motor 2 and steering motor 3 complete the rotation and steering of wheel 1 respectively. if one of the steering motor 3 and the hub motor 2 suddenly fails, the other motor can provide emergency power support and temporarily carry out the work of the failed motor, i.e. that the steering motor 3 and the hub motor 2 are mutually redundant. Specifically:

1. If the hub motor 2 fails and the steering motor 3 operates normally, an electrical control system controls the third electrically controlled clutch device 7 to be switched to the disengaged state, the second electrically controlled clutch device 6 so that it is switched to the engaged state, and the first electrically controlled clutch device 16 so that it is maintained in the engaged state continuously without switching. At this time, the power of the second motor shaft 301 is transmitted in a reverse manner to the rotating shaft 101, and the steering motor 3 drives the rotation of the wheel 1.

2. If the steering motor 3 fails and the hub motor 2 operates normally, the electric control system controls the first electrically controlled clutch device 16 to be switched to the disengaged state, the second electrically controlled clutch device 6 so that it is switched to the engaged state and the third electrically controlled clutch device 7 so that it is kept in the engaged state continuously without switching . At this time, the power from the first motor shaft 201 is transmitted to the second motor shaft 301 and finally to the power input shaft 501.

As a particular case, if the hub motor 2 of the rear wheel in the steering state presents a failure, the steering motor 3 controlling the rear wheel first aligns the rear wheel and vice versa transmits the power of the second motor shaft 301 to the rotating shaft 101 by switching the state of the electrically controlled clutch device to drive the rotation of the wheel 1. At this time, the rear wheel is aligned. The rear wheel still has the front power with the support of the 3 steering motor. The steering function of the front wheel is normal, and can still realize the steering of the vehicle. With this preferred design, the vehicle can continue driving in a straight line or turn after taking a turn, giving the driver a longer reaction time.

In the present embodiment, whether the hub motor 2 or the steering motor 3 is faulty can be determined by arranging a speed sensor and whether the wheel is in the steering state. can be determined by arranging an angle sensor.

There is a mutual redundancy logic table diagram of steering motor 3 and hub motor 2, which can be used for reference.

In the present embodiment, through the above arrangement, the hub motor 2 and the steering motor 3 can support each other in a safe and redundant manner under the condition of very compact arrangement. That is to say, hub motor 2 is used for driving and steering motor 3 is used for steering under normal circumstances. However, under the specific condition of motor failure, the mutual assistance function of the hub motor 2 and the steering motor 3 can be realized by regulating the first electrically controlled clutch device 16, the second clutch device electrically operated clutch 6 and the third electrically operated clutch device 7. When one of the motors fails, the rolling state of the vehicle is temporarily maintained, giving the driver sufficient time to evaluate and control the condition of the vehicle, which greatly improves the driving safety of the vehicle.

The first electrically controlled clutch device 16, the second electrically controlled clutch device 6 and the third electrically controlled clutch device 7 adopt the automobile clutch as a specific implementation solution in the present mode of achievement.

In the present embodiment, the wheel assembly further comprises a motor housing 13 and a brake 4. Both the hub motor 2 and the steering motor 3 are housed in the motor housing 13 and the brake 4 is arranged between the motor housing 13 and the hub of the wheel 1, that is, there is a mounting space for the brake 4 between the motor housing 13 and the wheel 1. In the present embodiment, the hub motor 2 and the steering motor 3 have an equivalent outer diameter, so the motor housing 13 has a cylindrical structure, which makes the manufacturing and assembly of the motor housing 13 more convenient. The mounting space between the motor housing 13 and the wheel hub 1 includes a gap between the motor housing 13 in the axial direction and the hub which can be used to install the brake disc and the brake caliper , and a gap between the motor housing 13 in the radial direction and the hub which can be used for the passage of the brake pipe.

Reducer 5 is a bevel gear angular reducer, which changes a power direction of 90 degrees through a pair of meshing bevel gears, with a low cost and reliable structure. The reducer 5 includes a box 14, and the box 14 is fixed on the motor housing 13, in order to facilitate the manufacture and installation of the wheel assembly as a whole.

The suspension system comprises an upper swing arm 8, an upper support arm 9, a lower swing arm 11 and a lower support arm 10. The upper swing arm 8 and the lower swing arm 9 are arranged at the top and bottom in a vertical direction. The upper swing arm 8 comprises one end fixedly connected with a frame and the other end connected with the upper support arm 9 through a spherical head. The upper support arm 9 is furthermore fixedly connected with the motor casing. The lower swinging arm 11 comprises one end fixedly connected with the chassis and the other end articulated with the lower support arm 10 by a shaft articulated in a horizontal direction. The lower support arm 10 and an output shaft of the reducer 5 are connected through a shaft pin. A thrust bearing 12 is arranged between the lower support arm 10 and the output shaft of the reducer 5. When the steering motor 3 sends the steering torque, after the torque slows down and increases and the direction changes through the reducer 5, the torque is transmitted to the lower support arm 10 through the output shaft of the reducer 5 and the pin connection of the lower support arm 10. However, since the support arm lower 10 cannot rotate with the vertical direction as the axis, according to Newton's third law, the reaction torque of the steering torque rotates the wheel to achieve the steering by wire. The articulation of the lower swing arm 11 and the lower support arm 10 in the horizontal direction can provide the wheel with the freedom to jump in the vertical direction, so that when the wheel needs to jump on the uneven road, it has a certain skip tolerance. The thrust bearing 12 has excellent load capacity for axial load, which can prevent excessive load from acting on the lower swing arm 11 and the lower support arm 10 when the wheel jumps, and improve structural strength.

Based on the above wheel assembly with the mutually redundant hub and steering motors, the present embodiment further provides a method for controlling the wheel assembly with the mutually redundant hub and steering motors. The ordering process includes the following steps. If it is determined that the hub motor 2 and the steering motor 3 are operating normally, and both the hub motor 2 and the steering motor 3 are operating normally, the first normally closed electrically operated clutch device 16 and the third electrically operated clutch device 7 are kept in an engaged state and the second normally open electrically operated clutch device 6 is maintained in a disengaged state, the hub motor 2 drives the rotation of the wheel 1 and the steering motor 3 drives the steering of the wheel 1. If the hub motor 2 has a failure and the steering motor 3 operates normally, the third normally closed electrically operated clutch device 7 is controlled to to be switched to a disengaged state, the second normally open electrically operated clutch device 6 is controlled to be switched to an engaged state, and the first electrically operated clutch device 16 is controlled to be kept in the continuously engaged state, and the steering motor 3 temporarily drives the rotation of the wheel 1. If the steering motor 3 has a failure and the hub motor 2 operates normally, the first normally closed electrically operated clutch device 16 is controlled to be switched to a disengaged state, the second normally open electrically operated clutch device 6 is controlled to be switched to the engaged state and the third electrically operated clutch device 7 is controlled to be kept in the engaged state continuously, and the hub motor 2 temporarily drives the steering of the wheel 1.

If the hub motor 2 fails and the steering motor 3 operates normally, and a failure occurs on a rear wheel, if the rear wheel 1 is in a steering state is determined, and if the wheel 1 is in the steering state, the steering motor 3 is controlled to drive the wheel 1 to align, the third normally closed electrically operated clutch device 7 is controlled to be switched to the disengaged state, the second normally open electrically operated clutch device 6 is controlled to be switched to the engaged state, and the first electrically operated clutch device 16 is controlled to be switched to the engaged state, and the first electrically operated clutch device 16 is controlled so that it is kept in the engaged state continuously, and the steering motor 3 drives the rotation of the wheel 1. If the wheel 1 is not in the steering state, the third clutch device normally closed electrically operated clutch 7 is directly controlled to be switched to the disengaged state, the second normally open electrically operated clutch device 6 is controlled to be switched to the engaged state and the first electrically operated clutch device 16 is controlled to be kept in the engaged state continuously, and the steering motor 3 drives the rotation of the wheel 1.

Through the above control method, the hub motor 2 and the steering motor 3 can support each other in a safe and redundant manner. That is to say, hub motor 2 is used for driving and steering motor 3 is used for steering under normal circumstances. However, in the event of a failure of the hub motor 2, the mutual assistance function of the hub motor 2 and the steering motor 3 can be realized by regulating the first clutch device 16 and the second clutch device 6. When one of the engines fails, the running state of the vehicle is temporarily maintained, giving the driver sufficient time to evaluate and control the state of the vehicle, which greatly improves the driving safety of the vehicle.

Although the present invention has been specifically illustrated and described in combination with preferred implementation solutions, those skilled in the art should understand that various changes made to the present invention in terms of forms and details without deviating of the spirit nor the scope of the present invention defined in the appended claims, are within the scope of protection of the present invention.

Claims (8)

Wheel assembly with mutually redundant hub (2) and steering (3) motors, comprising a wheel (1), a hub motor (2), a steering motor (3), a reduction gear (5) and a suspension, in which the hub motor (2) is in transmission connection with a hub of the wheel (1) to drive the rotation of the wheel (1), the steering motor (3) is in transmission connection with the suspension system through the reducer to drive the steering of the wheel (1), the hub motor (2) and the steering motor (3) are arranged in a hub cavity (15) of the wheel coaxially side by side, and the reducer (5) is a right angle reducer for changing a direction of power produced by the steering motor (3) by 90 degrees and transmitting power to the suspension system. Wheel assembly with mutually redundant hub (2) and steering (3) motors according to claim 1, further comprising a first electrically operated clutch device (16), a second electrically operated clutch device (6) and a third electrically operated clutch device (7), wherein the wheel hub comprises a rotating shaft (101), the hub motor (2) comprises a first torque-producing motor shaft (201), the steering motor (3) comprises a second torque-producing motor shaft (301), the reducer (5) comprises a power input shaft (501), the rotating shaft (101), the first motor shaft ( 201), the second motor shaft (301) and the power input shaft (501) are arranged coaxially in sequence, the rotating shaft (101) and a first end of the first motor shaft (201) are in separable transmission connection through the first electrically controlled clutch device (16), a second end of the first motor shaft (201) and a first end of the second motor shaft (301) are in transmission connection separable through the second electrically operated clutch device (6), and a second end of the second motor shaft (301) and the power input shaft (501) are in separable transmission connection through of the third electrically controlled clutch device (7). A wheel assembly with mutually redundant hub (2) and steering (3) motors according to claim 1 or 2, further comprising a motor housing (13) and a brake (4), wherein both the hub motor (2) and the steering motor (3) are housed in the motor housing (13), and the brake (4) is arranged between the motor housing and the wheel hub. Wheel assembly with mutually redundant hub (2) and steering (3) motors according to any one of claims 1 to 3, wherein the hub motor (2) and the steering motor (3) have an equivalent external diameter , and the motor housing (13) has a cylindrical structure. Wheel assembly with mutually redundant hub (2) and steering (3) motors according to any one of claims 1 to 3, wherein the reduction gear (5) comprises a box (14) and the box is fixed to the gear casing. motor (13). Wheel assembly with mutually redundant hub (2) and steering (3) motors according to any one of claims 1 to 5, wherein the suspension system comprises an upper swing arm (8), an upper support arm (9 ), a lower swing arm (11) and a lower support arm (10), the upper swing arm (8) and the lower swing arm (11) are arranged up and down in a vertical direction, the upper swing arm (8) has one end fixedly connected with a frame and the other end connected with the upper support arm (9) through a spherical head, and the upper support arm (9) is further fixedly connected with the motor housing (13); and the lower swing arm (11) comprises one end fixedly connected with the chassis and the other end articulated with the lower support arm (10) by a shaft articulated in a horizontal direction, the lower support arm (10) and a output shaft of the reducer (5) are connected through a shaft pin and a thrust bearing (12) is arranged between the lower support arm (10) and the output shaft of the reducer (5) . Method for controlling a wheel assembly with mutually redundant hub (2) and steering (3) motors, adopting the wheel assembly with mutually redundant hub (2) and steering (3) motors according to any one of claims 1 to 6 and comprising the steps of: determining whether the hub motor (2) and the steering motor (3) are operating normally and whether both the hub motor (2) and the steering motor (3) operate normally, maintaining the first electrically operated clutch device (16) normally closed and the third electrically operated clutch device (7) in an engaged state and the second electrically operated clutch device (6) normally open in a disengaged state, driving, through the hub motor (2), the rotation of the wheel (1), and driving, through the steering motor (3), the steering of the wheel (1); if the hub motor (2) fails and the steering motor (3) operates normally, controlling the normally closed third electrically operated clutch device (7) to be switched to a disengaged state, the second normally open electrically operated clutch device (6) to be switched into an engaged state, and the first electrically operated clutch device (16) to be maintained in the engaged state in continuous engagement, and temporarily cause, thanks to the steering motor (3), the rotation of the wheel (1); and if the steering motor (3) fails and the hub motor (2) operates normally, controlling the first normally closed electrically operated clutch device (16) to be switched to a disengaged state, the second electrically operated clutch device (6) normally open to be switched to the engaged state, and the third electrically operated clutch device (7) to be kept in the engaged state continuously engaged state, and temporarily drive, through the hub motor (2), the direction of the wheel (1). A method of controlling a wheel assembly with mutually redundant hub (2) and steering (3) motors according to claim 7, comprising the steps of: if the hub motor (2) fails and the steering motor steering (3) is operating normally and a failure occurs in a rear wheel, determining whether the rear wheel is in a steering state, and if the wheel is in the steering state, controlling the steering motor (3) for driving the wheel (1) to align, controlling the normally closed third electrically operated clutch device (7) to be switched to the disengaged state, the second electrically operated clutch device normally open electric clutch (6) so that it is switched to the engaged state and the first electrically operated clutch device (16) so that it is maintained in the engaged state continuously, and temporarily cause, thanks to the steering motor (3), the rotation of the wheel (1); and if the wheel (1) is not in the steering state, directly controlling the third normally closed electrically operated clutch device (7) to be switched to the disengaged state, the second device the normally open electrically operated clutch (6) to be switched to the engaged state and the first electrically operated clutch device (16) to be held in the engaged state continuously, and temporarily cause, thanks to the steering motor (3), the rotation of the wheel (1).