WO2016082629A1 - 轮毂驱动总成 - Google Patents

轮毂驱动总成 Download PDF

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Publication number
WO2016082629A1
WO2016082629A1 PCT/CN2015/091650 CN2015091650W WO2016082629A1 WO 2016082629 A1 WO2016082629 A1 WO 2016082629A1 CN 2015091650 W CN2015091650 W CN 2015091650W WO 2016082629 A1 WO2016082629 A1 WO 2016082629A1
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WO
WIPO (PCT)
Prior art keywords
hub
reducer
brake
motor
drive assembly
Prior art date
Application number
PCT/CN2015/091650
Other languages
English (en)
French (fr)
Inventor
黄超
高志川
蔡向阳
潘杭一
Original Assignee
舍弗勒技术股份两合公司
黄超
高志川
蔡向阳
潘杭一
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 舍弗勒技术股份两合公司, 黄超, 高志川, 蔡向阳, 潘杭一 filed Critical 舍弗勒技术股份两合公司
Priority to EP15864207.4A priority Critical patent/EP3225449B1/de
Publication of WO2016082629A1 publication Critical patent/WO2016082629A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle

Definitions

  • the present invention relates to the field of automobile vehicles, and in particular to a hub drive assembly.
  • Wheel hub motor technology also known as wheel-mounted motor technology, is characterized by the integration of power, transmission and braking devices into the hub, thus greatly simplifying the mechanical part of the electric vehicle.
  • the 1 is a prior art hub system using a hub motor technology, including a hub 1, and a motor 2, a brake 3, and a speed reducer 4 disposed in the hub 1, wherein the brake 3 is closer to the speed reducer 4 Mounting surface 1a of the hub 1.
  • the speed reducer 4 is located at the output end of the motor 2, and the driving torque output from the motor 2 can be amplified by the action of the speed reducer 4, and the amplified driving torque is finally output to the hub 1.
  • the brake 3 acts directly on the hub 1 to effect braking.
  • the motor 2 is adjacent to the inner circumferential surface of the hub 1 and is disposed in a sealed motor cavity 2a.
  • the motor cavity 2a is provided with a support bearing 5 for supporting the rotor of the motor 2 and a seal for sealing the motor cavity 2a. 6.
  • the brake torque is provided by the brake.
  • the maximum output torque of the brake is required to be large enough, resulting in high dynamics of the brake and a larger device size. Big;
  • the seal of the motor cavity is close to the inner circumferential surface of the hub and away from the central axis of the hub. Therefore, when the vehicle is running, the linear velocity of the seal is too high, and the friction between the seal and the sealing surface is large, resulting in the seal. Severe wear and low life.
  • the first problem solved by the present invention is that the prior wheel system has high dynamic requirements for the brake and a large size of the brake; the second problem solved is that the wear of the motor cavity seal in the existing hub system is severe and the service life is low.
  • the present invention provides a hub drive assembly, comprising: a hub having a hub mounting surface; and a housing disposed in the hub for forming a sealed motor chamber with a drive motor, sealed and provided with a reducer a retarder chamber, and a brake chamber communicating with the outside and provided with a brake, the retarder chamber and the brake chamber being distributed away from the hub mounting surface in an axial direction; the motor chamber including the inner circumferential surface of the hub a body, and a passage communicating with the body and extending toward a central axis of the hub; an output end of the drive motor extends through the passage and protrudes from the motor cavity, and an input end of the reducer, An output end of the brake is connected, an output end of the speed reducer is coupled to the hub; and the outer casing is provided with a seal at a portion near the radially inner end of the passage for sealing the motor cavity.
  • the driving motor includes a coaxially disposed motor stator, a motor rotor, and a rotor bracket fixed to the motor rotor, the rotor bracket serving as an output end of the driving motor, and the sealing member is disposed Between the rotor support and the outer casing.
  • the rotor bracket has a first annular flange and a second annular flange protruding toward the axial sides, respectively, and the first annular flange and the second annular flange are both centered on the hub central axis.
  • the first annular flange is located in the passage or outside the motor cavity, and the outer casing is formed with a first retaining portion radially or axially opposite to the first annular flange.
  • first gap Forming a first gap between the first retaining portion and the first annular flange; the second annular flange is located in the passage of the motor cavity or outside the motor cavity, and the outer casing is formed with a second retaining portion radially or axially opposite the second flange, a second gap formed between the second retaining portion and the second annular flange; the seal member is disposed on a first sealing ring in the first gap and a second sealing ring disposed in the second gap.
  • first sealing ring and the second sealing ring are lip seals, and the lips are all facing the outside of the motor cavity.
  • the passage is axially located between the reducer chamber and the brake chamber.
  • the portion of the rotor bracket that protrudes from the passage includes a first portion that extends toward the reducer and a second portion that extends toward the brake; the first portion is fixed to an input of the reducer The second portion is fixed to the output end of the brake.
  • At least one of the first annular flange and the second annular flange is part of the first portion or the second portion.
  • the hub has a flange shaft located on a central axis of the hub and fixed to the hub mounting surface, the first portion is diametrically opposed to the flange shaft, and has a third gap; A third sealing ring is disposed in the third gap.
  • the third sealing ring is a lip seal and has a lip facing the interior of the reducer cavity.
  • the third sealing ring further has a lip facing the exterior of the reducer cavity.
  • the flange of the flange shaft faces the hub mounting surface; the radially outer side of the flange is opposite to the outer casing in a radial direction or an axial direction, and forms a fourth gap; A fourth sealing ring is provided in the four gaps.
  • the fourth sealing ring is a lip seal and has a lip facing the interior of the reducer cavity.
  • the fourth sealing ring further has a lip facing the exterior of the reducer cavity.
  • the speed reducer is a planetary reducer
  • the planetary reducer has a sun gear as an input end; the first part is fixed to the sun gear.
  • the first portion is sleeved in the sun gear and has an interference fit with the sun gear.
  • the first part is connected to the output end of the brake through the first connection Piece connection.
  • the output end of the reducer, the flange and the hub mounting surface are connected together by a second connecting member.
  • the speed reducer is disposed between the brake and the hub mounting surface, and the output end of the driving motor, the input end of the speed reducer, and the output end of the brake are connected together, so that the speed reducer can be used not only to strengthen the driving torque but also to be used for
  • the braking torque is increased, so that the dynamic requirements of the brakes of the vehicle are greatly reduced, the size of the mechanical device is reduced, and the cost is saved.
  • the motor cavity has a passage extending toward the central axis of the hub, and the sealing member is disposed at a position near the radially inner end of the passage of the motor, closer to the central axis of the hub of the hub, so that the linear speed of the seal is not very high when the wheel rotates High, reducing the wear of the seal and effectively extending the life of the seal.
  • Figure 1 is a schematic view showing the structure of a prior art hub system
  • FIG. 2 is a block diagram showing the structure of a hub drive assembly according to an embodiment of the present invention.
  • Figure 3 is an exploded perspective view of the hub drive assembly of the embodiment of the present invention.
  • Figure 4 is an axial sectional view of the hub drive assembly of the embodiment of the present invention.
  • Figure 5 is a partial enlarged view of Figure 4.
  • Figure 6 shows the structure of the rotor support
  • Figure 7 shows the structural relationship between the first bearing, the second bearing and the outer casing, and the rotor support.
  • Embodiments of the present invention provide a hub drive assembly, including FIGS. 2-4, including a hub 110 and a hub bearing 120 on a hub C-C of the hub 110 of the hub 110.
  • the hub 110 includes a hub mounting surface 111 and a flange shaft 112 on the hub central axis CC.
  • the flange shaft 112 is coaxially sleeved in the hub bearing 120 while being fixedly coupled to the flange 112a facing the hub mounting surface 111.
  • Hub mounting surface 111 The hub 110 is surrounded by a circumferential inner surface and a hub mounting surface 111 to form a cavity. In other embodiments, the flange shaft 112 can also be sleeved outside of the hub bearing 120.
  • the hub drive assembly further includes an outer casing 500 located in the cavity of the hub 110 for forming a sealed motor cavity, a sealed reducer cavity, and a brake cavity communicating with the outside, the reducer cavity and the brake cavity being axially distributed, the reducer The cavity is closer to the hub mounting surface 111 relative to the brake cavity.
  • a drive motor 200 is disposed in the motor cavity, a reducer 400 is disposed in the reducer cavity, and a brake 300 is disposed in the brake cavity.
  • the drive motor 200, the reducer 400, the brake 300, and the outer casing 500 are all fitted on the flange shaft 112 and the hub bearing 120, and are centered on the hub center axis C-C.
  • the driving motor 200 needs to be used in dry and clean air. If the working environment is bad, such as oil stains, large dust, dirty water splash, etc., it is necessary to have better protection to protect the coils from being clean, dry, stainless, and not Corroded, so the motor cavity needs to be sealed.
  • the normal operation of the retarder 400 requires the participation of lubricating oil, so it is necessary to seal the reducer chamber in a pure lubricating oil environment.
  • the brake 300 generates a large amount of heat, metal debris and other impurities during the working process. If the heat and impurities cannot be discharged in time, it will not only cause the brake to fail, but also may cause the seal of the motor cavity and the reducer cavity to fail, affecting the motor. And the working performance of the reducer, therefore, it is necessary to communicate the brake chamber with the outside to discharge heat and impurities out of the hub space in time.
  • the output end of the driving motor 200 extends out of the motor cavity, and is connected to the input end of the speed reducer 400 and the output end of the brake 300.
  • the output end of the speed reducer 400 is connected to the hub 110.
  • the drive motor 200 is used to generate drive torque.
  • the driving motor 200 includes a coaxially disposed motor rotor 220, a motor stator 210, and a motor rotor 220.
  • the rotor holder 230 which is an output of the motor 200, is connected to the input end of the speed reducer 400 to output drive torque to the wheel through the speed reducer 400. Due to the torque amplification effect of the speed reducer 400, the drive motor can achieve a larger driving torque for the wheel with a smaller output torque, so the requirement for the maximum output torque of the drive motor will be smaller, and accordingly, the size requirement of the drive motor is also It will become smaller, thereby reducing the assembly space required to drive the motor.
  • the rotor bracket 230 can also be made of any material that can be insulated.
  • drive motor 200 may also include a cooling system, such as a wind cooling system or a water cooling system.
  • a cooling system such as a wind cooling system or a water cooling system.
  • the cooling water jacket 240 is used as a cooling system for heat dissipation of the motor.
  • the cooling water jacket 240 may be fixed between the motor stator 210 and the outer casing 500.
  • the brake 300 is used to generate a braking torque.
  • the brake 300 is a drum brake, and includes: a brake shoe 310 connected to the outer casing 500; and a brake drum 320 sleeved outside the brake shoe 310.
  • the brake drum 320 is connected to the speed reducer 400 as an output end of the brake 300, and outputs the braking torque to the speed reducer 400. Due to the torque amplification effect of the speed reducer 400, the brake can achieve a large braking torque for the wheel with a small output torque, so the maximum output torque required for the brake will be small, and accordingly, the size requirement of the brake 300 is also It will become smaller, thereby reducing the assembly space required for the brake 300.
  • the speed reducer 400 is for amplifying the driving torque or the braking torque.
  • the speed reducer 400 is a planetary reducer, and includes a sun gear 410, a plurality of planet wheels 420, and a planet carrier 430.
  • the sun gear 410 is connected as an input end of the speed reducer 400 to the rotor bracket 230 (i.e., the output end of the drive motor 200), the brake drum 320 (i.e., the output end of the brake 300), and the planetary gear 420 is disposed around the sun gear 410 while
  • the sun gear 410 meshes
  • the planet carrier 430 connects a plurality of planet wheels 420, and is coupled to the hub 110 as an output of the speed reducer 400.
  • the driving motor is an inner rotor motor;
  • the planetary reducer is a single-stage speed reducer, the number of the planetary gears 430 is three, and the reduction ratio is an optional range of 2-6.
  • the planetary reducer can also be a multi-stage reducer, the number of planetary wheels 430 can be greater than three, and the reduction ratio can also be greater than 6.
  • the driving motor 200 may also be an external rotor. machine.
  • the speed reducer 400 should not be limited to a planetary reducer and can be any mechanical system capable of enhancing drive torque and brake torque.
  • the brake 300 is also not limited to a drum brake, and may be, for example, a disc brake. The object of the present invention can be achieved as long as the output of the brake 300 is connected to the input end of the speed reducer 400 at the time of assembly and simultaneously connected to the output end of the drive motor 200.
  • the rotor holder 230 of the drive motor 200, the sun gear 410 of the planetary reducer, and the brake drum 320 of the drum brake are fixedly coupled together, and the three are synchronously rotated.
  • the drive motor 200 When the wheel is in the drive mode, the drive motor 200 operates to output the drive torque; the brake shoe 310 of the drum brake does not open, and no brake torque is output.
  • the motor rotor 220 drives the rotor holder 230 to rotate, driving the sun gear 410 to rotate, and transmitting the driving torque to the planetary reducer.
  • the driving torque output from the drive motor 200 is amplified by the amplification of the planetary reducer and output to the hub.
  • the driving motor 200 When the wheel is in the braking mode, the driving motor 200 has no driving torque output; the drum brake outputs braking torque: the brake shoe 310 is opened and the brake drum 320 is clamped, and the braking torque is applied to the brake drum 320, resulting in braking The rotational speed of the drum 320 is lowered, and at this time, the rotational speed of the sun gear 410 is lowered. Thereby, the brake torque output from the drum brake is amplified and output to the hub by the amplification of the planetary reducer.
  • the hub drive assembly of the embodiment is disposed between the brake and the hub mounting surface, and the input end of the output end of the drive motor and the output end of the brake are connected together, so that the reducer can be used not only In order to strengthen the driving torque, it can also be used to strengthen the braking torque, so that the dynamic requirements of the brake on the vehicle are greatly reduced, the size of the mechanical device is reduced, and the cost is saved.
  • the motor cavity includes a body Q1 proximate the inner circumferential surface of the hub, and a passage Q2 that communicates with the body Q1 and extends toward the hub center axis C-C.
  • the motor stator 210 and the motor rotor 220 of the driving motor 200 are located in the body Q1.
  • the rotor bracket 230 serves as an output end of the driving motor 200, and extends out of the motor cavity through the passage Q2. It is connected to the input end of the speed reducer 400 and the output end of the brake 300.
  • the outer casing 500 is provided with a seal between the portion near the radially inner end of the passage Q2 and the rotor holder 230.
  • the outer casing 500 is provided with a support bearing between the portion near the radially inner end of the passage Q2 and the rotor bracket 230 for supporting the rotor bracket 230 and the motor rotor 220.
  • the hub drive assembly of the present embodiment divides the motor cavity into the body Q1 near the inner circumferential surface of the hub and faces the hub.
  • the central axis extends the channel Q2 and places the seal and the support bearing in the motor cavity near the radially inner end of the channel Q2, bringing the two closer to the hub central axis of the hub to reduce its diameter.
  • the linear speed of the seal is not high when the wheel is rotated, which can reduce the wear of the seal and prolong the life of the seal.
  • the linear speed of the support bearing is not high when the wheel rotates, which can reduce the reliability and durability requirements, and reduce the design and manufacturing costs;
  • the support bearing does not need to be disposed in the body of the motor cavity, which reduces the radial space requirement of the motor cavity body. Accordingly, the maximum possible design outer diameter of the reducer can be increased, so that the reducer can select a larger reduction ratio.
  • the outer casing 500 includes a first casing 510, a second casing 520 disposed on the first casing 510, and a cover in a direction away from the hub mounting surface 111.
  • the three-part housing is annular.
  • the first housing 510 and the second housing 520 together enclose a motor cavity.
  • the first housing 510 has a first portion 510a which is C-shaped in the axial section near the inner circumferential surface of the hub, and a second portion 510b which extends inward in the radial direction, and the second portion 510b is located in the first portion 510a.
  • the radially inner end is integrally formed.
  • the second housing 520 substantially encloses the C-shaped opening of the first portion 510a and forms a body Q1 of the motor cavity with the first portion 510a while enclosing the channel Q2 with the second portion 510b.
  • the passage Q2 has an opening (not shown) facing the central axis C-C of the hub, and the rotor bracket 230 is extended. Out of the motor cavity.
  • the first housing 510 encloses a reducer chamber together with the flange shaft 112 and the rotor bracket 230.
  • the third housing 530 is coupled to the hub bearing 120 and encloses a brake cavity with the hub bearing 120, the second housing 520, and the rotor bracket 230.
  • the third housing 530 is provided with a plurality of through holes (not shown), and heat and impurities generated by the brake 300 can be dissipated through the through holes.
  • the channel Q2 is located between the speed reducer cavity and the brake cavity.
  • the brake 300 is fixedly coupled to the third housing 530, and the reducer 400, the first housing 510, the drive motor 200, and the second housing 520 are first assembled into the hub 110, and then connected.
  • a third housing 530 having a brake 300 is fitted into the hub 110.
  • the outer casing 500 may also be in two parts.
  • the second casing 520 and the third casing 530 are integrally formed into a single portion and covered in the first casing 510.
  • the outer casing 500 may also be composed of more than three portions, and the object of the present invention can be achieved as long as the remaining housing portions and the first inner casing 510 located at the innermost side are enclosed in the hub space.
  • the seal of the motor cavity includes a first seal ring S1 and a second seal ring S2 respectively disposed between the rotor bracket 230 and the first housing 510, and between the rotor bracket 230 and the second housing 520.
  • the two seals are sealed.
  • Two of the sealing rings are lip seals, wherein the second sealing ring S2 has a plurality of lips facing the outside of the motor cavity.
  • the support bearing of the motor cavity includes a first bearing B1 and a second bearing B2, respectively disposed between the rotor bracket 230 and the first housing 510, and between the rotor bracket 230 and the second housing 520, supported by the above two bearings
  • the rotor bracket 230 supports the rotor 210.
  • the rotor bracket 230 has a first annular flange 231 projecting toward the first housing 510, the first annular flange 231 being centered on the hub central axis.
  • the first housing 510 has a first retaining portion 511 diametrically opposite the first annular flange 231, wherein the first annular flange 231 is located in the passage Q2 of the motor cavity,
  • a catch portion 511 is located at a radially inner end of the first housing 510 and protrudes toward the second housing 520.
  • a first gap is formed between the first catching portion 511 and the first annular flange 231.
  • the first sealing ring S1 is disposed in the first gap.
  • the rotor bracket 230 includes a connecting portion 230c (Fig. 5) that is disposed in the passage Q2, a first portion 230a that is located outside the motor cavity and that extends toward the reducer 400, and The second portion 230b of the brake 300 extends.
  • One end of the connecting portion 230c protrudes from the channel Q2 and is connected to the second portion 230b.
  • the first portion 230a is fixed to the input end of the speed reducer 400
  • the second portion 230b is fixed to the output end of the brake 300.
  • the second portion 230b is located radially inward of the first housing 510 and the second housing 520, and has portions diametrically opposed to the radially inner ends of the two.
  • the second portion 230b is diametrically opposed to the radially inner end of the second housing 520 and forms a second gap, and the second seal ring S2 is disposed in the second gap.
  • the motor chamber and the brake chamber will be in communication, so that the second seal S2 can isolate the motor chamber from the brake chamber.
  • the lip of the second sealing ring S2 faces the outside of the motor cavity, that is, toward the brake cavity, so that the heat and impurities generated by the brake and the dust and water outside the hub can flow into the motor cavity.
  • the second portion 230b is also diametrically opposed to the first catch portion 511 of the first housing 510, and the first bearing B1 is disposed between the first catch portion 511 and the second portion 230b.
  • the second bearing B2 is similar to the second seal ring S2 and is also disposed in the second gap, and in the axial direction, the second bearing B2 is closer to the rotor holder 230 with respect to the second seal ring S2.
  • the axial end ends of the first bearing B1 and the second bearing B2 respectively abut against the end portion of the connecting portion 230c which protrudes from the passage Q2.
  • the radially inner end of the first housing 510 has a first protrusion 512 protruding toward the hub center axis C-C, the first bearing B1 along the axis The locking is between the first protrusion 512 and the connecting portion 230c.
  • the radially inner end of the second housing 520 has a second protrusion 521 projecting toward the hub center axis C-C, and the second bearing B2 is axially locked between the second protrusion 521 and the connecting portion 230c.
  • first sealing ring S1 isolates the motor cavity from the reducer cavity, and the first bearing B1 is located outside the motor cavity and in the reducer cavity, so that the first bearing B1 can also be lubricated by the lubricating oil in the reducer cavity.
  • the second sealing ring S2 isolates the motor cavity from the brake cavity and seals the second bearing B2 into the motor cavity such that the second bearing B2 is protected from external heat, dust and heat and impurities generated by the brake.
  • the first bearing B1 When assembling, the first bearing B1 is first mounted on the first housing 510, then the first bearing B1 is pressed by the rotor bracket 230, then the second bearing B2 is mounted, and the second bearing B2 is passed through the second housing 520. Press tight.
  • it may be radially outward of the first bearing B1 (ie, between the outer ring and the first housing 510), or radially inward of the first bearing B1 (ie, the inner ring and the second portion of the rotor bracket)
  • damper plates are provided to compensate for tolerances during assembly and eliminate assembly gaps.
  • the damper sheets may also be disposed at the radially inner side and the radially outer side of the first bearing B1 at the same time.
  • the positions of the second bearing B2 and the second seal ring S2 can be interchanged.
  • the second sealing ring S2 is disposed in the channel Q2.
  • the rotor bracket 230 is provided with a second annular flange protruding toward the second housing 520, and the second housing 520 is provided with a second ring.
  • the flange is diametrically opposed to the second latching portion, and the second gap is formed between the second latching portion and the second annular flange, and then the second sealing ring S2 is disposed in the second gap.
  • the rotor holder 230 and the second housing 520 have axially opposite portions, it is also possible to directly arrange the second seal ring S2 between the axially opposite portions of the rotor holder 230 and the second housing 520.
  • the first sealing ring S1 may be directly disposed in the axial direction of the rotor bracket 230 and the first housing 510. Between the parts.
  • the first annular flange 511 can also be located outside of the channel Q2.
  • the first sealing ring S1 may refer to the arrangement of the second sealing ring S2, that is, the first annular flange 511 is regarded as a part of the second portion 230b, and then the first sealing ring S1 is disposed at the second portion 230b and Between the first holding portions 511.
  • the positions of the first bearing B1 and the first seal ring S1 may also be interchanged.
  • the first portion 230a of the rotor bracket 230 is sleeved in the sun gear 410 and is interference-fitted with the sun gear 410, or may be fixed to the sun gear 410 by other means such as splines, bolts, and heat sleeves.
  • the second portion 230b of the rotor bracket 230 and the brake drum 320 are connected by a first connecting member (not shown).
  • the first connector may be a bolt, a pin or other connector.
  • a hollow cylinder is formed around the central axis CC of the hub, so that when the wheel rotates, the rotor bracket 230 can better withstand the impact force generated during the driving or braking process, so that Its support for the rotor 210 is more stable and reliable.
  • the first portion 230a is diametrically opposed to the flange shaft 112 and has a third gap in which a third seal ring S3 is disposed.
  • the third sealing ring S3 is a lip seal and has one or more lips facing the interior of the retarder chamber. As can be seen from Figures 4-5, if there is no third seal S3, the reducer chamber will communicate with the brake chamber, and the third seal S3 can separate the reducer chamber from the brake chamber toward the interior of the reducer. The lip prevents the lubricant in the reducer chamber from flowing out.
  • the third sealing ring S3 may also have one or more lips facing the exterior of the reducer cavity to enhance the sealing effect, and to better prevent external dust and water from entering the reducer cavity.
  • the carrier 430, the flange 112a, and the hub mounting surface 111 are connected together by a second connecting member (not shown) to connect the output end of the speed reducer 400 to the hub 110,
  • the two connectors can be bolted, pin or other connectors.
  • the radially outer side of the flange 112a is diametrically opposed to the first housing 510 in the outer casing 500, and a fourth gap is formed, and a fourth seal ring S4 is provided in the fourth gap.
  • the fourth sealing ring S4 is A lip seal having one or more lips facing the interior of the reducer chamber.
  • the reducer chamber will communicate with the outside, and the fourth seal ring S4 can separate the reducer chamber from the outside, and it faces the lip of the reducer. It is possible to prevent the lubricating oil in the reducer chamber from flowing out.
  • the radially outer side of the flange 112a and the first housing 510 in the outer casing 500 may also be axially opposed to form a fourth gap.
  • the fourth sealing ring S4 may also have one or more lips facing the outside of the reducer chamber to enhance the sealing effect, and to better prevent external dust and water from entering the reducer chamber.

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Abstract

一种轮毂驱动总成，位于轮毂（110）内的外壳（500）形成密封且设有驱动电机（200）的电机腔、密封且设有减速器（400）的减速器腔，以及与外界连通且设有制动器（300）的制动器腔，减速器腔、制动器腔沿轴向远离轮毂安装面的方向分布；电机腔包括靠近轮毂内周面的本体（Q1）和朝向轮毂中轴线延伸的通道（Q2）；驱动电机的输出端穿过通道后伸出电机腔，并与减速器的输入端、制动器的输出端连接，减速器的输出端与轮毂连接；外壳（500）在靠近通道径向内端的部位与转子支架之间通过密封件将电机腔密封。该减速器（400）可以同时加强驱动扭矩和制动扭矩，降低了对驱动电机和制动器的动力学要求；密封件更靠近轮毂的轮毂中轴线，降低了其磨损速度。

Description

轮毂驱动总成
本申请要求2014年11月24日提交中国专利局、申请号为201410683063.1、发明名称为“轮毂驱动总成”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及汽车车辆领域，具体涉及一种轮毂驱动总成。
背景技术
轮毂电机技术又称车轮内装电机技术，其最大特点就是将动力、传动和制动装置都整合到轮毂内，因此将电动车辆的机械部分大大简化。
图1为现有技术中的一种采用轮毂电机技术的轮毂系统，包括轮毂1，以及置于轮毂1内的电机2、制动器3以及减速器4，其中，制动器3相对于减速器4更靠近轮毂1的安装面1a。减速器4位于电机2的输出端，电机2输出的驱动扭矩通过减速器4的作用可以被放大，并将放大后的驱动扭矩最后输出至轮毂1。制动器3则直接作用至轮毂1以实现制动。其中，电机2靠近轮毂1的内周面，且被设置于一密封的电机腔2a中，电机腔2a中设有用于支撑电机2的转子的支撑轴承5以及用于密封电机腔2a的密封件6。
上述轮毂系统的缺点在于：
一方面，车轮制动时，由制动器提供制动扭矩，为了实现在各种行驶工况下的制动要求，需要制动器的最大输出扭矩足够大，从而导致制动器的动力学要求高、器件尺寸较大；
另一方面，电机腔的密封件靠近轮毂内周面、远离轮毂中轴线，因此在车辆行驶时，密封件的线速度过高，密封件与密封面之间的磨擦很大，导致密封件的磨损严重，寿命低。
发明内容
本发明解决的第一个问题是现有轮毂系统对制动器的动力学要求高、制动器的尺寸较大；解决的第二个问题是现有轮毂系统中电机腔密封件的磨损严重、寿命低。
为解决上述问题，本发明提供一种轮毂驱动总成，包括：轮毂，具有轮毂安装面；外壳，位于轮毂内，用以形成密封且设有驱动电机的电机腔、密封且设有减速器的减速器腔，以及与外界连通且设有制动器的制动器腔，所述减速器腔、所述制动器腔沿轴向远离所述轮毂安装面的方向分布；所述电机腔包括靠近轮毂内周面的本体，以及与所述本体连通、且朝向所述轮毂中轴线延伸的通道；所述驱动电机的输出端穿过所述通道后伸出所述电机腔，并与所述减速器的输入端、所述制动器的输出端连接，所述减速器的输出端与轮毂连接；所述外壳在靠近所述通道径向内端的部位设置有密封件，用于将所述电机腔密封。
可选的，所述驱动电机包括同轴套设的电机定子、电机转子，以及固设于所述电机转子的转子支架，所述转子支架作为所述驱动电机的输出端，所述密封件设置于所述转子支架和所述外壳之间。
可选的，所述转子支架具有分别朝向轴向两侧突伸的第一环形凸缘、第二环形凸缘，所述第一环形凸缘和第二环形凸缘均以轮毂中轴线为中心；所述第一环形凸缘位于所述通道内或者位于所述电机腔外，所述外壳上形成有与所述第一环形凸缘沿径向或轴向相对的第一卡持部，所述第一卡持部与所述第一环形凸缘之间形成第一间隙；所述第二环形凸缘位于所述电机腔的通道内或者位于所述电机腔外，所述外壳上形成有与所述第二凸缘沿径向或轴向相对的第二卡持部，所述第二卡持部与所述第二环形凸缘之间形成第二间隙；所述密封件包括设于所述第一间隙中的第一密封圈和设于所述第二间隙中的第二密封圈。
可选的，所述第一密封圈、第二密封圈为唇形密封圈，且唇口均朝向所述电机腔外部。
可选的，所述通道沿轴向位于所述减速器腔和所述制动器腔之间。
可选的，所述转子支架伸出所述通道的部分包括朝向所述减速器延伸的第一部分，以及朝向所述制动器延伸的第二部分；所述第一部分固接于所述减速器的输入端；所述第二部分固接于所述制动器的输出端。
可选的，所述第一环形凸缘、所述第二环形凸缘中的至少一个为所述第一部分或第二部分的一部分。
可选的，所述轮毂具有位于轮毂中轴线上、且固设于所述轮毂安装面的法兰轴，所述第一部分与所述法兰轴沿径向相对，且具有第三间隙；所述第三间隙中设有第三密封圈。
可选的，所述第三密封圈为唇形密封圈，且具有朝向所述减速器腔内部的唇口。
可选的，所述第三密封圈还具有朝向所述减速器腔外部的唇口。
可选的，所述法兰轴的法兰盘面向所述轮毂安装面；所述法兰盘的径向外侧与所述外壳沿径向或轴向相对，且形成第四间隙；所述第四间隙中设有第四密封圈。
可选的，所述第四密封圈为唇形密封圈，且具有朝向所述减速器腔内部的唇口。
可选的，所述第四密封圈还具有朝向所述减速器腔外部的唇口。
可选的，所述减速器为行星减速器，所述行星减速器以太阳轮作为输入端；所述第一部分固接于所述太阳轮。
可选的，所述第一部分套设于所述太阳轮内，且与所述太阳轮过盈配合。
可选的，所述第二部分和所述制动器的输出端之间通过第一连接 件连接。
可选的，所述减速器的输出端、所述法兰盘以及所述轮毂安装面通过第二连接件一并连接。
与现有技术相比，本发明的技术方案具有以下优点：
第一，减速器设置于制动器和轮毂安装面之间，驱动电机的输出端、减速器的输入端、制动器的输出端一并连接，使得减速器不仅能用于加强驱动扭矩，还能用于加强制动扭矩，使得车辆对制动器的动力学要求大大降低，减小了机械器件的尺寸，同时节约了成本。
第二，电机腔具有朝向轮毂中轴线延伸的通道，密封件设置在电机腔靠近通道径向内端的部位，更靠近轮毂的轮毂中轴线，因此，车轮转动时，密封件的线速度不会很高，降低了密封件的磨损，能够有效延长密封件的寿命。
附图说明
图1是现有技术轮毂系统结构示意图；
图2是本发明实施例轮毂驱动总成的模块结构图；
图3是本发明实施例轮毂驱动总成的立体分解图；
图4是本发明实施例轮毂驱动总成的轴向剖面图；
图5是图4的局部放大图；
图6示出了转子支架的结构；
图7示出了第一轴承、第二轴承与外壳、转子支架之间的结构关系。
具体实施方式
为使本发明的上述目的、特征和优点能够更为明显易懂，下面结合附图对本发明的具体实施例做详细的说明。
本发明实施例提供一种轮毂驱动总成，参照图2-4，包括轮毂110以及位于轮毂110轮毂中轴线C-C上的轮毂轴承120。轮毂110包括轮毂安装面111和位于轮毂中轴线C-C上的法兰轴112，法兰轴112同轴套设于轮毂轴承120内，同时通过一面向轮毂安装面111的法兰盘112a固定连接于轮毂安装面111。轮毂110由周向内表面和轮毂安装面111围绕形成一个凹腔。在其他实施例中，法兰轴112也可以套设在轮毂轴承120外。
轮毂驱动总成还包括位于轮毂110凹腔内的外壳500，用以形成密封的电机腔、密封的减速器腔以及与外界连通的制动器腔，减速器腔和制动器腔沿轴向分布，减速器腔相对于制动器腔更靠近轮毂安装面111。
电机腔中设有驱动电机200，减速器腔中设有减速器400，制动器腔中设有制动器300。其中驱动电机200、减速器400、制动器300以及外壳500都套装在法兰轴112和轮毂轴承120上，且以轮毂中轴线C-C为中心轴。驱动电机200需要在干燥、干净的空气中使用，如果工作场所环境恶劣，比如油污，灰尘较大，脏水飞溅等，就需要有较好的防护，以保护线圈干净、干燥、不锈、不被腐蚀，因此需要将电机腔密封起来。减速器400的正常运行需要润滑油的参与，因此需要将减速器腔密封在纯净的润滑油环境中。制动器300在工作的过程中会产生大量的热量、金属碎屑等杂质，如果热量和杂质不能及时排出，不仅会导致制动器的失效，还有可能导致电机腔和减速器腔的密封失效，影响电机和减速器的工作性能，因此需要将制动器腔与外界连通，以便将热量和杂质及时地排出轮毂空间。
本实施例中，驱动电机200的输出端伸出电机腔，并与减速器400的输入端、制动器300的输出端连接，减速器400的输出端与轮毂110连接。
驱动电机200用于产生驱动扭矩。参照图4，驱动电机200包括同轴套设的电机转子220、电机定子210，以及固设于电机转子220 的转子支架230，转子支架230作为电机200的输出端连接至减速器400的输入端，以将驱动扭矩通过减速器400输出至车轮。由于减速器400的扭矩放大作用，驱动电机能以较小的输出扭矩实现对车轮较大的驱动扭矩，因此对驱动电机最大输出扭矩的要求将会变小，相应的，驱动电机的尺寸要求也会变小，从而减小驱动电机所需要的装配空间。其中，转子支架230也可以采用任何一种可以隔热的材料。
另外，驱动电机200还可以包括冷却系统，例如风冷却系统或水冷却系统。本实施例中采用冷却水套240作为冷却系统用于电机的散热。冷却水套240可以固定于电机定子210和外壳500之间。
制动器300用于产生制动扭矩。参照图4，本实施例中，制动器300为鼓式制动器，包括：连接于外壳500的制动蹄310；套设于制动蹄310外的制动鼓320。制动鼓320作为制动器300的输出端与减速器400连接，将制动扭矩输出至减速器400。由于减速器400的扭矩放大作用，制动器能以较小的输出扭矩实现对车轮较大的制动扭矩，因此对制动器所要求的最大输出扭矩将会变小，相应的，制动器300的尺寸要求也会变小，从而减小制动器300所需要的装配空间。
减速器400用于放大驱动扭矩或制动扭矩。参照图4，本实施例中，减速器400为行星减速器，包括：太阳轮410，若干行星轮420以及行星架430。太阳轮410作为减速器400的输入端与转子支架230(即驱动电机200的输出端)、制动鼓320(即制动器300的输出端)连接，行星轮420布置于太阳轮410周围、同时与太阳轮410啮合，行星架430连接若干行星轮420、并作为减速器400的输出端连接至轮毂110。
本实施例中，驱动电机为内转子电机；行星减速器为单级减速器，行星轮430的数目是三个，减速比可选范围2-6。另外，根据实际的设计要求，行星减速器也可以是多级减速器，行星轮430的数目可以大于三个，减速比也可以大于6。
需注意的是，在其他实施例中，驱动电机200也可以是外转子电 机。减速器400不应局限于行星减速器，可以是任何一种能够加强驱动扭矩和制动扭矩的机械系统。制动器300也不仅限于鼓式制动器，例如也可以是盘式制动器。只要满足在装配时将制动器300的输出端连接至减速器400的输入端、并同时与驱动电机200的输出端连接，就能实现本发明的目的。
本实施例中轮毂驱动总成的工作原理如下：
驱动电机200的转子支架230、行星减速器的太阳轮410和鼓式制动器的制动鼓320固定连接在一起，三者同步转动。
车轮处于驱动模式时，驱动电机200工作，输出驱动扭矩；鼓式制动器的制动蹄310不张开，无制动扭矩输出。电机转子220驱动转子支架230转动，驱动太阳轮410转动，将驱动扭矩传输至行星减速器。由此，驱动电机200输出的驱动扭矩通过行星减速器的放大作用被放大并输出至轮毂。
车轮处于制动模式时，驱动电机200无驱动扭矩输出；鼓式制动器输出制动扭矩：制动蹄310张开并卡紧制动鼓320，对制动鼓320施加制动扭矩，导致制动鼓320的转速降低，此时太阳轮410的转速随之降低。由此，鼓式制动器输出的制动扭矩通过行星减速器的放大作用被放大输出至轮毂。
由此可见，本实施例的轮毂驱动总成将减速器设置于制动器和轮毂安装面之间，驱动电机的输出端减速器的输入端、制动器的输出端一并连接，使得减速器不仅能用于加强驱动扭矩，还能用于加强制动扭矩，使得车辆对制动器的动力学要求大大降低，减小了机械器件的尺寸，同时节约了成本。
继续参照图4并结合图5，电机腔包括靠近轮毂内周面的本体Q1，以及与本体Q1连通、且朝向轮毂中轴线C-C延伸的通道Q2。驱动电机200的电机定子210和电机转子220位于本体Q1内，转子支架230作为驱动电机200的输出端、穿过通道Q2后伸出电机腔， 并与减速器400的输入端、制动器300的输出端连接。
外壳500在靠近通道Q2径向内端的部位与转子支架230之间设置有密封件。
同时，外壳500在靠近通道Q2径向内端的部位与转子支架230之间设置有支撑轴承，用于支撑转子支架230和电机转子220。
可见，与现有技术的轮毂系统中关于电机腔的密封件和支撑轴承的设置方式不同，本实施例的轮毂驱动总成将电机腔分为靠近轮毂内周面的本体Q1和朝向所述轮毂中轴线延伸的通道Q2，并将密封件和支撑轴承设置在电机腔靠近通道Q2径向内端的部位，使两者更靠近轮毂的轮毂中轴线，以减小其直径。对于密封件来说，由于其直径较小，因此在车轮转动时，密封件的线速度不会很高，这样可以降低密封件的磨损、延长密封件的寿命。对于支撑轴承来说，同样由于其直径较小，因此在车轮转动时，支撑轴承的线速度也不会很高，这样可以降低其可靠性和耐久性的要求，降低设计和制造成本；另外，支撑轴承不需设置在电机腔的本体内，减小了电机腔本体的径向空间需求，相应地，可以增大减速器的最大可能设计外径，使得减速器可以选择较大的减速比。
具体地，继续参照图4并结合图5，沿轴向远离轮毂安装面111的方向，外壳500包括第一壳体510、盖设于第一壳体510的第二壳体520，以及盖设于第二壳体520的第三壳体530。三部分壳体均呈环形。
第一壳体510与第二壳体520一起围成电机腔。其中，如图5，第一壳体510具有靠近轮毂内周面、轴向截面呈C形的第一部分510a，以及沿径向向内延伸的第二部分510b，第二部分510b位于第一部分510a的径向内端，两者一体成型。第二壳体520基本上封闭第一部分510a的C形开口，并与第一部分510a一起形成电机腔的本体Q1，同时与第二部分510b一起围成通道Q2。其中，通道Q2具有朝向轮毂中轴线C-C方向的开口(图中未标注)，供转子支架230伸 出至电机腔外。
第一壳体510与法兰轴112、转子支架230一起围成减速器腔。
第三壳体530与轮毂轴承120连接，其与轮毂轴承120、第二壳体520以及转子支架230一起围成制动器腔。第三壳体530上设有若干通孔(图中未标注)，制动器300产生的热量和杂质可以通过通孔散出。
其中，通道Q2位于减速器腔和制动器腔之间。
轮毂驱动总成装配时，将制动器300与第三壳体530固定连接，先将减速器400、第一壳体510、驱动电机200、第二壳体520依次装配至轮毂110内，然后将连接有制动器300的第三壳体530装配至轮毂110内。
在其他实施例中，外壳500也可以为两部分，例如将上述第二壳体520和第三壳体530一体成型、合并成一个部分，并将其盖设于第一壳体510。需要注意的是，外壳500也可以由多于三个部分组成，只要满足其余壳体部分与位于最内侧的第一壳体510围成轮毂空间，就能实现本发明的目的。
电机腔的密封件包括第一密封圈S1和第二密封圈S2，分别设于转子支架230与第一壳体510之间，以及转子支架230与第二壳体520之间，电机腔通过上述两个密封圈密封。其中两个密封圈均为唇形密封圈，其中第二密封圈S2具有多个朝向电机腔外部的唇口。
电机腔的支撑轴承包括第一轴承B1和第二轴承B2，分别设于转子支架230与第一壳体510之间，以及转子支架230与第二壳体520之间，通过上述两个轴承支撑转子支架230，进而支撑转子210。
本实施例中，参照图4并结合图5-7，转子支架230具有朝向第一壳体510突伸的第一环形凸缘231，第一环形凸缘231以轮毂中轴线为中心。第一壳体510具有与第一环形凸缘231沿径向相对的第一卡持部511，其中，第一环形凸缘231位于电机腔的通道Q2内，第 一卡持部511位于第一壳体510的径向内端，且朝向第二壳体520突伸。第一卡持部511与第一环形凸缘231之间形成第一间隙。第一密封圈S1设于第一间隙内。
从图4和图5中可以看出，如果没有第一密封圈S1，电机腔与减速器腔将连通，因此第一密封圈S1可以将电机腔和减速器腔隔离开来。同时，第一密封圈S1的唇口朝向电机腔外，即朝向减速器腔内，这样设置在一方面可以防止减速器腔中的润滑油流出，另一方面防止润滑油流至电机腔内。
参照图4-5并结合图6-7所示，转子支架230包括穿设于通道Q2中的连接部230c(图5)、位于电机腔外且朝向减速器400延伸的第一部分230a，以及朝向制动器300延伸的第二部分230b。连接部230c的一端伸出通道Q2且与第二部分230b连接，第一部分230a固接于减速器400的输入端，第二部分230b固接于制动器300的输出端。其中，第二部分230b位于第一壳体510、第二壳体520的径向内侧，且具有分别与这两者的径向内端之间径向相对的部分。
第二部分230b与第二壳体520的径向内端径向相对并形成第二间隙，第二密封圈S2设于第二间隙内。从图4和图5中可以看出，如果没有第二密封圈S2，电机腔与制动器腔将连通，因此第二密封圈S2可以将电机腔和制动器腔隔离开来。同时，第二密封圈S2的唇口朝向电机腔外，即朝向制动器腔内，这样设置可以防止制动器产生的热量和杂质、以及轮毂外部的粉尘和水流入电机腔内。
第二部分230b还与第一壳体510的第一卡持部511径向相对，第一轴承B1设置在第一卡持部511与第二部分230b之间。第二轴承B2与第二密封圈S2类似，也设置在第二间隙中，并且，沿轴向方向，第二轴承B2相对于第二密封圈S2更靠近转子支架230。
其中，参照图7，第一轴承B1与第二轴承B2的轴向一端分别抵靠在连接部230c伸出通道Q2的端部。另外，第一壳体510的径向内端具有朝向轮毂中轴线C-C突伸的第一突起512，第一轴承B1沿轴 向卡止在第一突起512和连接部230c之间。第二壳体520的径向内端具有朝向轮毂中轴线C-C突伸的第二突起521，第二轴承B2沿轴向卡止在第二突起521和连接部230c之间。
由此可见，第一密封圈S1将电机腔和减速器腔隔离，第一轴承B1位于电机腔外、减速器腔内，使得第一轴承B1同样能够被减速器腔中的润滑油润滑。第二密封圈S2将电机腔和制动器腔隔离，且将第二轴承B2密封于电机腔内，使得第二轴承B2避免受到外界的水、粉尘以及制动器产生的热量和杂质的影响。
装配时，先将第一轴承B1安装在第一壳体510上，然后通过转子支架230将第一轴承B1压紧，接着安装第二轴承B2，再通过第二壳体520将第二轴承B2压紧。另外，沿径向方向，可以在第一轴承B1径向外侧(即外圈与第一壳体510之间)、或者在第一轴承B1径向内侧(即内圈与转子支架的第二部分230b之间)设置阻尼片，以弥补装配时的公差，消除装配间隙。阻尼片也可以同时设置在第一轴承B1的径向内侧和径向外侧。
在其他实施例中，如果第二轴承B2本身有防水防尘的功能，则可以将第二轴承B2与第二密封圈S2的位置互换。或者，将第二密封圈S2设置于通道Q2内，相应的，转子支架230上设置一朝向第二壳体520突伸的第二环形凸缘、第二壳体520上设置一与第二环形凸缘沿径向相对的第二卡持部，此时第二间隙则形成于第二卡持部与第二环形凸缘之间，然后将第二密封圈S2均设置于第二间隙中。或者，由于转子支架230和第二壳体520具有沿轴向相对的部分，因此也可以直接将第二密封圈S2设置于转子支架230和第二壳体520沿轴向相对的部分之间。
在其他实施例中，由于转子支架230和第一壳体510具有沿轴向相对的部分，因此也可以直接将第一密封圈S1设置于转子支架230和第一壳体510沿轴向相对的部分之间。
在其他实施例中，第一环形凸缘511也可以位于通道Q2外。或者，第一密封圈S1可以参照第二密封圈S2的布置方式，即，将第一环形凸缘511视为第二部分230b的一部分，然后将第一密封圈S1设于第二部分230b与第一卡持部511之间。
在其他实施例中，如果第一轴承B1具有自润滑的功能，则第一轴承B1与第一密封圈S1的位置也可以互换。
本实施例中，转子支架230的第一部分230a套设于太阳轮410内，且与太阳轮410过盈配合，或者也可以通过花键、螺栓、热套等其他方式固接于太阳轮410。转子支架230的第二部分230b和制动鼓320(制动器300的输出端)之间通过第一连接件(未图示)连接。第一连接件可采用螺栓、销或者其他连接件。其中，由于第二部分230b沿轴向延伸，环绕轮毂中轴线C-C形成一个空心的圆柱体，使得当车轮转动时，转子支架230能够更好地承受在驱动或制动过程产生的冲击力，使得其对转子210的支撑更加稳定可靠。
继续参照图4并结合图5，第一部分230a与法兰轴112沿径向相对，且具有第三间隙，第三间隙中设有第三密封圈S3。第三密封圈S3为唇形密封圈，且具有一个或多个朝向减速器腔内部的唇口。从图4-5中可以看出，如果没有第三密封圈S3，则减速器腔将与制动器腔连通，第三密封圈S3可以将减速器腔与制动器腔隔开，其朝向减速器内部的唇口则可以防止减速器腔中的润滑油流出。
在其他实施例中，第三密封圈S3还可以具有一个或多个朝向减速器腔外部的唇口，以加强密封效果，更好地避免外界的粉尘和水进入减速器腔内。
继续参照图4并结合图5，行星架430、法兰盘112a以及轮毂安装面111通过第二连接件(未图示)一并连接，以将减速器400的输出端连接至轮毂110，第二连接件可采用螺栓、销或者其他连接件。法兰盘112a的径向外侧与外壳500中的第一壳体510沿径向相对，且形成第四间隙，第四间隙中设有第四密封圈S4。第四密封圈S4为 唇形密封圈，且具有一个或多个朝向减速器腔内部的唇口。从图4-5中可以看出，如果没有第四密封圈S4，则减速器腔将与外界连通，第四密封圈S4可以将减速器腔与外界隔开，其朝向减速器内部的唇口则可以防止减速器腔中的润滑油流出。
在其他实施例中，法兰盘112a的径向外侧与外壳500中的第一壳体510也可以沿轴向相对、以形成第四间隙。第四密封圈S4还可以具有一个或多个朝向减速器腔外部的唇口，以加强密封效果，更好地避免外界的粉尘和水进入减速器腔内。
虽然本发明披露如上，但本发明并非限定于此。任何本领域技术人员，在不脱离本发明的精神和范围内，均可作各种更动与修改，因此本发明的保护范围应当以权利要求所限定的范围为准。

Claims (17)

  1. 一种轮毂驱动总成，包括：
    轮毂，具有轮毂安装面；
    外壳，位于轮毂内，用以形成密封且设有驱动电机的电机腔、密封且设有减速器的减速器腔，以及与外界连通且设有制动器的制动器腔；
    其特征在于，所述减速器腔、所述制动器腔沿轴向远离所述轮毂安装面的方向分布；
    所述电机腔包括靠近轮毂内周面的本体，以及与所述本体连通、且朝向所述轮毂中轴线延伸的通道；
    所述驱动电机的输出端穿过所述通道后伸出所述电机腔，并与所述减速器的输入端、所述制动器的输出端连接，所述减速器的输出端与轮毂连接；
    所述外壳在靠近所述通道径向内端的部位设置有密封件，用于将所述电机腔密封。
  2. 如权利要求1所述的轮毂驱动总成，其特征在于，所述驱动电机包括同轴套设的电机定子、电机转子，以及固设于所述电机转子的转子支架，所述转子支架作为所述驱动电机的输出端，所述密封件设置于所述转子支架和所述外壳之间。
  3. 如权利要求2所述的轮毂驱动总成，其特征在于，所述转子支架具有分别朝向轴向两侧突伸的第一环形凸缘、第二环形凸缘，所述第一环形凸缘和第二环形凸缘均以轮毂中轴线为中心；
    所述第一环形凸缘位于所述通道内或者位于所述电机腔外，所述外壳上形成有与所述第一环形凸缘沿径向或轴向相对的第一卡持部，所述第一卡持部与所述第一环形凸缘之间形成第一间隙；
    所述第二环形凸缘位于所述电机腔的通道内或者位于所述电机腔外，所述外壳上形成有与所述第二凸缘沿径向或轴向相对的第二卡持部，所述第二卡持部与所述第二环形凸缘之间形成第二间隙；
    所述密封件包括设于所述第一间隙中的第一密封圈和设于所述第二间隙中的第二密封圈。
  4. 如权利要求3所述的轮毂驱动总成，其特征在于，所述第一密封圈、第二密封圈为唇形密封圈，且唇口均朝向所述电机腔外部。
  5. 如权利要求3所述的轮毂驱动总成，其特征在于，所述通道沿轴向位于所述减速器腔和所述制动器腔之间。
  6. 如权利要求5所述的轮毂驱动总成，其特征在于，所述转子支架伸出所述通道的部分包括朝向所述减速器延伸的第一部分，以及朝向所述制动器延伸的第二部分；
    所述第一部分固接于所述减速器的输入端；
    所述第二部分固接于所述制动器的输出端。
  7. 如权利要求6所述的轮毂驱动总成，其特征在于，所述第一环形凸缘、所述第二环形凸缘中的至少一个为所述第一部分或第二部分的一部分。
  8. 如权利要求6所述的轮毂驱动总成，其特征在于，所述轮毂具有位于轮毂中轴线上、且固设于所述轮毂安装面的法兰轴，所述第一 部分与所述法兰轴沿径向相对，且具有第三间隙；
    所述第三间隙中设有第三密封圈。
  9. 如权利要求8所述的轮毂驱动总成，其特征在于，所述第三密封圈为唇形密封圈，且具有朝向所述减速器腔内部的唇口。
  10. 如权利要求9所述的轮毂驱动总成，其特征在于，所述第三密封圈还具有朝向所述减速器腔外部的唇口。
  11. 如权利要求8所述的轮毂驱动总成，其特征在于，所述法兰轴的法兰盘面向所述轮毂安装面；
    所述法兰盘的径向外侧与所述外壳沿径向或轴向相对，且形成第四间隙；
    所述第四间隙中设有第四密封圈。
  12. 如权利要求11所述的轮毂驱动总成，其特征在于，所述第四密封圈为唇形密封圈，且具有朝向所述减速器腔内部的唇口。
  13. 如权利要求12所述的轮毂驱动总成，其特征在于，所述第四密封圈还具有朝向所述减速器腔外部的唇口。
  14. 如权利要求6所述的轮毂驱动总成，其特征在于，所述减速器为行星减速器，所述行星减速器以太阳轮作为输入端；
    所述第一部分固接于所述太阳轮。
  15. 如权利要求14所述的轮毂驱动总成，其特征在于，所述第一部分套设于所述太阳轮内，且与所述太阳轮过盈配合。
  16. 如权利要求6所述的轮毂驱动总成，其特征在于，所述第二部分和所述制动器的输出端之间通过第一连接件连接。
  17. 如权利要求11所述的轮毂驱动总成，其特征在于，所述减速器的输出端、所述法兰盘以及所述轮毂安装面通过第二连接件一并连接。
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