WO2016082633A1 - 轮毂驱动总成 - Google Patents

轮毂驱动总成 Download PDF

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Publication number
WO2016082633A1
WO2016082633A1 PCT/CN2015/091741 CN2015091741W WO2016082633A1 WO 2016082633 A1 WO2016082633 A1 WO 2016082633A1 CN 2015091741 W CN2015091741 W CN 2015091741W WO 2016082633 A1 WO2016082633 A1 WO 2016082633A1
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WO
WIPO (PCT)
Prior art keywords
reducer
hub
ring
drive assembly
output end
Prior art date
Application number
PCT/CN2015/091741
Other languages
English (en)
French (fr)
Inventor
黄超
高志川
王臻颖
潘杭一
Original Assignee
舍弗勒技术股份两合公司
黄超
高志川
王臻颖
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, 王臻颖, 潘杭一 filed Critical 舍弗勒技术股份两合公司
Priority to EP15863166.3A priority Critical patent/EP3225422B1/de
Publication of WO2016082633A1 publication Critical patent/WO2016082633A1/zh

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    • 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
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • 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
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2410/00—Constructional features of vehicle sub-units
    • B60Y2410/10—Housings

Definitions

  • the present invention relates to the field of automotive technology, 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 power unit uses a hub drive to directly mount the motor in the wheel hub. When the wheel is driven, the hub drive outputs drive torque to the wheels.
  • the hub drive includes: a motor 1 located at the side of the hub (not shown) and a speed reducer 2 at the output end of the motor.
  • the speed reducer 2 is mounted between the motor 1 and the wheel 3, and the driving torque of the motor 1 is output.
  • the action of the speed reducer 2 can be amplified, and the amplified drive torque is finally output to the wheel 3. It can be seen that such a hub drive only has the function of generating drive torque, and the braking of the vehicle requires an additional brake.
  • a hub bearing is also provided in the existing hub, the hub bearing being located on the central axis of the hub and spaced apart from the hub drive.
  • the bearing inner ring or the bearing outer ring of the hub bearing is connected to the output end of the hub drive and then connected to the hub, so that the hub bearing is used to bear the dynamic load when the wheel rotates, and also to output the driving torque to the wheel.
  • the hub bearing is independent of the hub drive, and the hub drive and the hub bearing are respectively connected to the hub, occupying too much space in the hub, causing the entire system to extend outside the wheel, thereby easily causing it to hang with the vehicle. System interference.
  • the problem addressed by the present invention is to provide a hub drive integrated with a retarder and a hub bearing to optimize the space within the hub.
  • the present invention provides a hub drive assembly including: a hub; a hub bearing, located in the hub and disposed on a central axis thereof, a bearing inner ring and a bearing at the hub bearing
  • One of the outer rings is a rotating ring and the other ring is a non-rotating ring
  • the housing forms a housing space around the hub bearing, the housing space including a sealed first receiving chamber and a second receiving chamber; a driver located in the first receiving chamber; a speed reducer located in the second receiving chamber; an input end of the speed reducer is connected to an output end of the driver, and an output end of the speed reducer is connected to the rotating ring
  • the rotating ring is also coupled to the hub; the non-rotating ring is coupled to the housing.
  • the rotating ring is connected to the output end of the reducer and the hub through a first connecting member
  • the first connecting member includes: a connecting shaft with the rotating ring set; and is coaxially connected with the connecting shaft a ring member coupled to the output end of the reducer and the hub, the outer diameter of the ring member being greater than the outer diameter of the connecting shaft.
  • the ring member is axially opposite to the housing and serves as a sidewall of the second receiving chamber, and the annular member, the outer circumferential surface of the connecting shaft, the output end of the driver, and the inner peripheral surface of the housing enclose a second Containment room.
  • the ring member is connected to the output end of the reducer in such a manner that the ring member is provided with a plurality of first protrusions protruding toward the output end of the reducer and distributed in the circumferential direction, the reducer The output end is provided with a plurality of second protrusions protruding toward the connecting shaft and spaced apart in the circumferential direction, and each of the first protrusions is disposed between the adjacent two second protrusions and/or each second The protrusion is disposed between the adjacent two first protrusions.
  • the first protrusion is located on an end surface of the ring member that faces the output end of the reducer in the axial direction; the second protrusion is located on an outer circumferential surface of the output end of the reducer and protrudes in the radial direction.
  • the ring member is connected to the output end of the reducer in such a manner that an end surface of the ring member axially facing the output end of the reducer is provided with: an axially extending protruding shaft; an output end of the reducer
  • the extension shaft is a splined connection.
  • a seal is provided between the outer circumferential surface of the ring member and the inner circumferential surface of the housing.
  • a seal is provided between the outer circumferential surface of the connecting shaft and the inner circumferential surface of the output end of the driver.
  • the bearing inner ring is a rotating ring and the bearing outer ring is a non-rotating ring; and the bearing outer ring is connected to the housing through a second connecting member.
  • a limiting member is mounted on an inner circumferential surface of the second connecting member; and when the second connecting member is fitted on the outer ring of the bearing, the limiting member is axially oriented toward the reducer The outer ring of the bearing is offset.
  • the hub drive assembly further includes: a brake located in the third receiving chamber, the output end of the brake being coupled to an output of the driver and/or an input of the reducer.
  • the housing is divided into at least two portions in an axial direction, an axially outermost portion of the housing is a sidewall of the third receiving chamber, and the brake is mounted on the axially outermost portion .
  • the driver is a drive motor comprising a stator, a rotor, a rotor bracket connected to the rotor and extending out of the first receiving chamber, the rotor bracket serving as an output of the driver.
  • the speed reducer is a planetary reducer; the output end of the reducer is a planet carrier, and the sun gear of the reducer serves as an input end.
  • the hub drive assembly further includes: a cooling system located in the first receiving chamber for cooling the driver.
  • the present invention provides a new hub drive assembly: the output of the reducer is coupled to a rotating ring of a hub bearing that is coupled to the hub such that the reducer and hub bearings are integrated into the hub drive, the drive, the hub bearing, and The layout of the reducer is within a limited hub Optimized in space.
  • FIG. 1 is a schematic structural view of a prior art hub driver
  • FIG. 2 is a block diagram showing the structure of a hub drive assembly according to an embodiment of the present invention.
  • FIG. 3 is an exploded perspective view of a hub drive assembly in accordance with an embodiment of the present invention.
  • Figure 4 is an axial cross-sectional view of a hub drive assembly in accordance with an embodiment of the present invention.
  • Figure 5 is a cross-sectional view of a hub bearing in a hub drive assembly in accordance with an embodiment of the present invention
  • Figure 6 is a perspective view of the first connecting member in the hub drive assembly of the embodiment of the present invention.
  • Figure 7 is a plan view of the output end of the reducer of the hub drive assembly of the embodiment of the present invention.
  • Figure 8 is an axial cross-sectional view of the reducer in the hub drive assembly of the embodiment of the present invention.
  • the hub drive assembly 100 of the present embodiment includes: a hub 110; a hub bearing 10 on the central axis of the hub 110, wherein the bearing inner ring 11 of the hub bearing 10 is a rotating ring, and the bearing outer ring 12 a non-rotating ring; a housing 20, located between the hub bearing 10 and the hub 110, forming a housing space around the hub bearing 10, the housing space including a first receiving chamber, a second receiving chamber, and a third receiving chamber, the housing
  • the body 20 includes, in the axial direction, a first portion 201, a second portion 202, a third portion 203 between the first portion 201 and the second portion 202, and the second portion 202 is an axially outermost portion of the housing 20 along the axis a drive surface 30 away from the hub; a drive 30 located in the first containment chamber;
  • the speed reducer 40 in the chamber; the brake 50 located in the third receiving chamber; the output end of the driver 30 extends out of the first receiving chamber and the output end
  • the present embodiment proposes a new hub drive assembly: the reducer 40 and the hub of the hub bearing 10 are each coupled to the hub 110 via a first connector 60, and the reducer 40 and hub bearing 10 are integrated into the hub driver 30.
  • the layout of the drive 30, hub bearing 10 and reducer 40 is optimized within the space within the limited hub 110.
  • the brake 50 is also disposed in the third housing chamber of the housing space, further utilizing the limited space in the hub, and the entire hub drive assembly is compact in structure.
  • the bearing inner ring of the hub bearing is a rotating ring
  • the bearing outer ring is a non-rotating ring
  • the inner ring of the bearing may be a non-rotating ring
  • the outer ring of the bearing may be a rotating ring.
  • the first connecting member 60 includes a connecting shaft 61, and the bearing inner ring 11 is fitted on one end portion of the connecting shaft 61.
  • the bearing outer ring is a rotating ring
  • the connecting shaft is designed as The hollow shaft is sleeved on the outer ring of the bearing; the ring member 62 coaxially connected to the connecting shaft 61 is axially spaced from the bearing outer ring 12, and is respectively connected to the output end of the speed reducer 40 and the hub 110;
  • the ring member 62 is rounded a disk shape having an outer diameter larger than an outer diameter of the connecting shaft 61, axially opposed to the first portion 201 of the housing 20 and serving as a side wall of the second housing chamber, the annular member 62, the outer circumferential surface of the connecting shaft 61, and the first portion 201
  • the inner peripheral surface encloses a second receiving chamber.
  • the ring member 62 and the connecting shaft 61 are integrally formed.
  • the ring member 62 is connected to the output end of the speed reducer 40 in such a manner that the surface of the ring member 62 facing the output end of the speed reducer 40 in the axial direction is provided with: a first protrusion 620 distributed along the circumferential direction, taking two adjacent first
  • the protrusions 620 are defined as a limiting space 621, and a total of four limiting spaces 621 are formed at intervals; correspondingly, the outer circumferential surface of the output end of the speed reducer 40 is provided with four radially protruding and circumferentially spaced.
  • the second protrusion 400 is provided. All of the first protrusions 620 and the second protrusions 400 can be axially matched.
  • each of the second protrusions 400 can be restrained in a limiting space 621, and the output end of the speed reducer 40 rotates. Pass The second protrusion 400 and the first protrusion 620 drive the first connecting member 60 to rotate, and further drive the hub 110 and the bearing inner ring 11 to rotate. In other examples, the number of first and second protrusions can be selected as desired.
  • the output end of the reducer at the output end of the reducer, the surface facing the ring member in the axial direction is provided with: a plurality of first protrusions distributed along the circumferential direction, and correspondingly, the outer circumferential surface of the ring member is provided a plurality of second protrusions; each of the second protrusions is constrained between the adjacent two first protrusions and/or each of the first protrusions is positioned between the adjacent two second protrusions.
  • the output end of the reducer and the axially opposite end faces of the ring member may be: one end face is provided with a plurality of first protrusions distributed along the circumferential direction, and the other end face is provided along the circumferential direction.
  • each first protrusion being capable of being constrained between adjacent two second protrusions and/or each of said A raised limit is between the adjacent two first protrusions.
  • the ring member and the output end of the reducer may be connected in such a manner that: the surface of the ring member facing the output end of the reducer in the axial direction is provided with: an axially extending protruding shaft; the output end and the extension shaft of the reducer are Spline connection.
  • the outer circumferential surface of the protruding shaft is provided with a plurality of external teeth; the output end of the speed reducer is provided with a groove in the axial direction toward the surface of the annular member, and the inner circumferential surface of the groove is provided with internal teeth, and is connected When the extension shaft extends into the slot, the internal teeth form a spline connection with the external teeth.
  • the ring member 62 is bolted to the hub 110 via a screw 622 thereon, and the screw 622 is mounted in the axial through hole of the ring member 62 by an interference fit.
  • the screw and the ring member are integrated.
  • a positioning shaft 610 is disposed on the central axis of the connecting shaft 61 in the axial direction toward the hub. The positioning shaft 610 extends into a corresponding positioning slot in the hub, and the positioning shaft 610 is mounted. The positioning of the matching process is error proof.
  • a second connector 13 is fitted over the bearing outer ring 12, and the bearing outer ring 12 is coupled to the second portion 202 of the housing 20 by a second connector 13.
  • the second connecting member 13 is also used to support the hub bearing 10 to support the hub bearing 10 in the housing 20.
  • the end faces away from the ring member 62 abut against the limiting members 130 mounted on the inner circumferential surface of the second connecting member 13, and the other end faces and the punching ribs of the second connecting member 13
  • the bearing outer ring 12 is limited by the limiting member 130 and the punching rib 131, and the rolling element 14 is axially pre-tensioned.
  • the limiting member 130 of the embodiment is a threaded sleeve, and the outer circumferential surface thereof is provided with an external thread; the second connecting member 13 is a hollow cylinder, and the inner circumferential surface thereof is divided into an inner threaded region and a non-threaded region along the axial direction.
  • the bearing outer ring 12 When assembling, the bearing outer ring 12 is first loaded into the second connecting member 13 from the side of the non-threaded region, and is placed in the non-threaded region, and can be in an interference fit with the second connecting member 13; The end surface of the non-threaded region of the two connecting members 13 is stamped to form the punching rib 131; after that, the limiting member 130 is screwed from the side of the female thread into the second connecting member 13 to the limiting member 130 and the bearing outer ring 12 Offset.
  • the outer diameter of the end of the connecting shaft 61 away from the ring member 62 is smaller than the outer diameter of the other portion, and the bearing inner ring 11 is fitted on the end portion and axially abuts against the connecting shaft portion adjacent to the end portion.
  • the connecting shaft 61 is connected by an interference fit, and one end of the connecting shaft 61 located in the second connecting member 13 is provided with a pre-tightening member 15 axially abutting the bearing inner ring 11, and the pre-tensioning member 15 pre-prescribes the bearing inner ring 12. Tight, limit.
  • the pretensioning member 15 is a nut and is screwed to the connecting shaft 61.
  • the bearing inner ring is integral with the first connecting piece, and/or the bearing outer ring and the second connecting piece are of unitary structure.
  • the rolling bodies 14 are tapered rollers and the hub bearing 10 is a double row tapered roller bearing.
  • the type of hub bearing does not constitute a limitation of the scope of the present invention and can be selected as needed.
  • the first portion 201 of the housing 20 is annular and has an C-shaped axial section; the third portion 203 exposes the hub bearing 10 and is substantially closed.
  • the C-shaped opening of the first portion 201 forms a first receiving chamber; the inner peripheral surface of the first portion 201 and the first connecting member 60 enclose a second receiving chamber; the second portion 202 and the second connecting member 13 and the third portion 203 Enclosed into a third containment room.
  • the ring member 62 of the present embodiment can also have a sealing effect on the second receiving chamber in addition to the connecting function.
  • a seal member such as a seal ring is provided between the outer circumferential surface of the ring member 62 and the inner circumferential surface of the casing 20.
  • the assembly of the hub drive assembly 100 is as follows:
  • the first portion 201 is placed in the hub 110 with its C-shaped opening facing outward;
  • the driver 30 is correspondingly assembled in the C-shaped opening, and the speed reducer 40 is sleeved on the connecting shaft 61 and fixed on the first portion 201.
  • the output end of the speed reducer 40 is connected to the ring member 62 and passes through the ring.
  • the member 62 is coupled to the hub 110; wherein the output end of the driver 30 extends toward the central axis of the hub and is coupled to the input end of the reducer 40;
  • the third portion 203 is covered on the first portion 201;
  • the second portion 202 equipped with the brake 50 is axially disposed on the third portion 203, and the output end of the brake 50 and the output end of the driver 30 and the speed reducer are passed through the through holes of the third portion 203.
  • the input of 40 is connected.
  • the housing 20 can also be in two parts, for example, the second portion 202 and the third portion 203 are integrally formed, combined into one portion, and covered in the first portion 201. It should be noted that the housing 20 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 are satisfied with the first portion 201 located at the innermost side to enclose the housing space.
  • the output end of the driver 30 and the output end of the brake 50 are connected to the first connecting member 60 fitted to the bearing inner ring 11 through the output end of the speed reducer 40, and are connected to the hub 110 through the first connecting member 60.
  • the assembly of the hub drive assembly 100 of the present embodiment is very simple and fast.
  • the driver 30 is used to generate drive torque.
  • the driver 30 is a motor, specifically an inner rotor motor (for example, a high-speed inner rotor motor), and includes: a stator 301 fixed to the first receiving chamber and connected to the first portion 201, and located at the stator 301.
  • the rotor bracket 303 is connected to the input end of the speed reducer 40 in the axial direction as an output end of the motor, and outputs the driving torque to the input end of the speed reducer 40.
  • a portion of the rotor holder 303 that is coupled to the input end of the speed reducer 40 surrounds the connecting shaft 61 such that the entire second housing chamber is composed of: an outer circumferential surface of the coupling shaft 61, a ring member 62, an inner circumferential surface of the first portion 201, and The rotor bracket 303 is enclosed. Further, a seal member (not shown) is provided between the inner circumferential surface of the rotor holder 303 and the outer circumferential surface of the coupling shaft 61 to function to seal the second housing chamber.
  • the drive 30 may also include a cooling system, such as a wind cooling system or a water cooling system.
  • a cooling water jacket is used as a cooling system for heat dissipation of the motor.
  • the cooling water jacket may be fixed between the stator 301 and the first portion 201.
  • the rotor bracket 303 can also adopt any kind of heat insulating material.
  • the driver 30 is not limited to the inner rotor motor, and an outer rotor motor may be employed.
  • the brake 50 is used to generate a braking torque.
  • the brake 50 is a drum brake including: a brake shoe 51 coupled to the second portion 202 of the housing 20; and a brake drum 52 disposed on the outer periphery of the brake shoe 51.
  • the brake drum 52 is connected to the speed reducer 40 as an output end of the brake 50, and outputs the braking torque to the speed reducer 40. Due to the torque amplifying effect of the speed reducer 40, the braking torque required for wheel braking will become smaller, and accordingly, the size requirement of the brake 50 will also become smaller, thereby reducing the assembly space required for the brake 50.
  • the rotor support 303 and the brake drum 52 of the motor are coupled to the input end of the speed reducer 40.
  • the three are fixedly connected by a connecting piece which can be bolted-flanged
  • the connector or the like is not limited to the above connection form.
  • the speed reducer 40 is for amplifying the driving torque or the braking torque.
  • the speed reducer 40 is a planetary reducer comprising: a sun gear 41 as an input end of the speed reducer 40 coupled to the rotor support 303 and the brake drum 52; a ring gear 42 radially surrounding the sun
  • the wheel 41 is mounted on the first portion 201; a plurality of planet wheels 43 are located between the sun gear 41 and the ring gear 42 and simultaneously mesh with the sun gear 41 and the ring gear 42; the planet carrier 44 connects a plurality of planet wheels 43 and acts as a deceleration
  • the output of the unit 40 is connected to the hub.
  • the planet carrier 44 is coupled to the hub 110 by a first connector 60.
  • the retarder 40 should not be limited to a planetary reducer and can be any mechanical system capable of enhancing drive torque and braking torque.
  • the brake 50 is integrated into the driver 30 of the hub drive, and the speed reducer 40 is used for both the driver 30 and the brake 50. That is, the output end of the driver 30 (rotor bracket 303) and the output end of the brake 50 (brake drum 52) are both connected to the input end of the speed reducer 40 (the sun gear 41), and the output end of the speed reducer 40 is directed to the wheel The drive torque is output and the brake torque is also output to the wheels.
  • the motor is used as the driving source and the drum brake is used as the braking source, and the output ends thereof are all connected to the input ends of the planetary reducer, which respectively constitute the driving system and the braking system of the hub driving assembly 100.
  • the brakes are no longer set up separately from the hub drive, but are combined with the hub drive to form an organic unit that forms a hub drive assembly with both drive and brake functions; and the drive 30 and brake 50 share a set of reducers It also saves the hub space while reducing the mechanical components.
  • the working principle of the hub drive assembly 100 in this embodiment is as follows:
  • the rotor support 303 of the motor, the sun gear 41 of the planetary reducer and the brake drum 52 of the drum brake are fixedly coupled together, and the three rotate synchronously.
  • the motor When the wheel is in the drive mode, the motor operates to output the driving torque; the brake shoe 41 of the drum brake does not open, and there is no brake torque output.
  • the rotor 302 drives the rotor holder 303 to rotate, driving the sun gear 41 to rotate, and transmitting the driving torque to the planetary reducer.
  • electricity The drive torque output from the machine is amplified by the amplification of the planetary reducer and output to the hub.
  • the motor When the wheel is in the braking mode, the motor has no driving torque output; the drum brake outputs braking torque: the brake shoe 41 is opened and the brake drum 52 is clamped, and the braking torque is applied to the brake drum 52, resulting in the brake drum 52. The rotation speed is lowered, and the rotation speed of the sun gear 41 is lowered accordingly. Thereby, the brake torque output from the drum brake is amplified and output to the hub by the amplification of the planetary reducer.
  • the speed reducer 40 may not be provided, and the output ends of the driver 30 and the brake 50 may be directly connected to the hub;
  • the speed reducer 40 can be connected only to the output end of the driver 30, or only the output end of the brake 50 can be connected, and only the driving torque or only the braking torque can be amplified and output;
  • two sets of speed reducers 40 may be provided, which are respectively connected to the output ends of the driver 30 and the brake 50, and respectively amplify and output the driving torque and the braking torque.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Retarders (AREA)
  • Rolling Contact Bearings (AREA)

Abstract

一种轮毂驱动总成（100），包括：轮毂（110）；轮毂轴承（10），位于轮毂（110）内且设于其中轴线上，在轮毂轴承（10）的轴承内圈（11）和轴承外圈（12）中，其中一圈为转动圈且另一圈为非转动圈；壳体（20），围绕轮毂轴承（10）形成壳体空间，壳体空间包括密封的第一收容室和第二收容室；驱动器（30），位于第一收容室中；减速器（40），位于第二收容室中；减速器（40）的输入端与驱动器（30）的输出端连接，减速器（40）的输出端和转动圈连接，转动圈还连接至轮毂（110）；非转动圈与壳体（20）连接。轮毂驱动总成使减速器和轮毂轴承被集成到轮毂驱动器中，驱动器、轮毂轴承和减速器的布局在有限的轮毂空间内得到优化。

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201410681992.9、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
本发明涉及汽车技术领域，特别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。其中动力装置采用轮毂驱动器，直接将电机安装在车轮轮毂中。在车轮驱动时，轮毂驱动器向车轮输出驱动扭矩。
现有技术中有一种带减速器的轮毂驱动器，包括电机和连接于电机的减速器。如图1所示，轮毂驱动器包括：位于轮毂(图中未标注)边的电机1和位于电机输出端的减速器2，减速器2安装在电机1和车轮3之间，电机1输出的驱动扭矩通过减速器2的作用可以被放大，并将放大后的驱动扭矩最后输出至车轮3。可以看到，这种轮毂驱动器只具备产生驱动扭矩的功能，而车辆的制动则需要另外的制动器来实现。
通常，在现有轮毂中还设有轮毂轴承，轮毂轴承位于轮毂的中轴线上，并与轮毂驱动器间隔开。轮毂轴承的轴承内圈或轴承外圈与轮毂驱动器的输出端连接后连接至轮毂，这样，轮毂轴承用于承担车轮转动时的动态载荷，也起到将驱动扭矩输出至车轮的作用。
在现有技术中，轮毂轴承独立于轮毂驱动器，轮毂驱动器和轮毂轴承分别连接至轮毂，占用了过多的轮毂内的空间，导致整个系统向车轮外延伸，从而极易引起其与车辆悬架系统的干涉。
发明内容
本发明解决的问题是，提供一种集成有减速器和轮毂轴承的轮毂驱动器，以优化轮毂内的空间。
为解决上述问题，本发明提供一种轮毂驱动总成，该轮毂驱动总成包括：轮毂；轮毂轴承，位于所述轮毂内且设于其中轴线上，在所述轮毂轴承的轴承内圈和轴承外圈中，其中一圈为转动圈且另一圈为非转动圈；壳体，围绕所述轮毂轴承形成壳体空间，所述壳体空间包括密封的第一收容室和第二收容室；驱动器，位于所述第一收容室中；减速器，位于所述第二收容室中；所述减速器的输入端与驱动器的输出端连接，所述减速器的输出端和所述转动圈连接，所述转动圈还连接至轮毂；所述非转动圈与壳体连接。
可选地，所述转动圈通过第一连接件连接减速器的输出端和轮毂，所述第一连接件包括：与所述转动圈套装的连接轴；与所述连接轴同轴且连接的环形件，与所述减速器的输出端和轮毂连接，所述环形件的外径大于连接轴的外径。
可选地，所述环形件沿轴向与壳体相对并作为第二收容室的侧壁，所述环形件、连接轴的外圆周面、驱动器的输出端和壳体内周面围成第二收容室。
可选地，所述环形件与减速器输出端的连接方式为：所述环形件上设有朝向所述减速器输出端凸出且沿周向间隔分布的若干第一凸起，所述减速器输出端上设有朝向所述连接轴凸出且沿周向间隔分布的若干第二凸起，每一第一凸起卡设于相邻两第二凸起之间和/或每一第二凸起卡设于相邻两第一凸起之间。
可选地，所述第一凸起位于环形件沿轴向朝向减速器输出端的端面上；所述第二凸起位于减速器输出端的外圆周面上且沿径向凸出。
可选地，所述环形件与减速器输出端的连接方式为：在所述环形件沿轴向朝向减速器输出端的端面设有：轴向延伸的伸出轴；所述减速器的输出端与所述伸出轴为花键连接。
可选地，在所述环形件的外圆周面和壳体的内圆周面之间设有密封件。
可选地，在所述连接轴的外圆周面与驱动器的输出端的内圆周面之间设有密封件。
可选地，所述轴承内圈为转动圈且所述轴承外圈为非转动圈；在所述轴承外圈通过第二连接件与壳体连接。
可选地，在所述第二连接件的内圆周面装有限位件；当所述第二连接件套装在轴承外圈上时，所述限位件沿轴向朝向减速器的方向与所述轴承外圈相抵。
可选地，所述轮毂驱动总成还包括：位于所述第三收容室的制动器，所述制动器的输出端与所述驱动器的输出端和/或所述减速器的输入端连接。
可选地，所述壳体沿轴向方向至少分为两部分，所述壳体的轴向最外侧部分为第三收容室的侧壁，所述制动器装在所述轴向最外侧部分上。
可选地，所述驱动器为驱动电机，包括定子、转子、与所述转子连接且伸出第一收容室的转子支架，所述转子支架作为驱动器的输出端。
可选地，所述减速器为行星减速器；所述减速器的输出端为行星架，所述减速器的太阳轮作为输入端。
可选地，所述轮毂驱动总成还包括：位于所述第一收容室的冷却系统，用于冷却所述驱动器。
与现有技术相比，本发明的技术方案具有以下优点：
本发明提出一种新的轮毂驱动总成：减速器的输出端连接至轮毂轴承的转动圈，该转动圈连接至轮毂，使减速器和轮毂轴承被集成到轮毂驱动器中，驱动器、轮毂轴承和减速器的布局在有限的轮毂内的 空间内得到优化。
附图说明
图1是现有技术的轮毂驱动器结构示意图；
图2是本发明具体实施例的轮毂驱动总成的模块结构图；
图3是本发明具体实施例的轮毂驱动总成的立体分解图；
图4是本发明具体实施例的轮毂驱动总成的轴向剖面图；
图5是本发明具体实施例的轮毂驱动总成中，轮毂轴承的剖面图；
图6是本发明具体实施例的轮毂驱动总成中，第一连接件的立体图；
图7是本发明具体实施例的轮毂驱动总成的减速器中，其输出端的平面视图；
图8是本发明具体实施例的轮毂驱动总成中，减速器的轴向剖面图。
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。
参照图2～图5，本实施例的轮毂驱动总成100包括：轮毂110；轮毂轴承10，位于轮毂110的中轴线上，其中轮毂轴承10的轴承内圈11为转动圈，轴承外圈12为非转动圈；壳体20，位于轮毂轴承10和轮毂110之间，围绕轮毂轴承10而形成壳体空间，该壳体空间包括第一收容室、第二收容室和第三收容室，壳体20沿轴向包括：第一部分201、第二部分202、位于第一部分201和第二部分202之间的第三部分203，第二部分202为壳体20的轴向最外侧部分，沿轴向远离轮毂安装面；位于第一收容室中的驱动器30；位于第二收 容室中的减速器40；位于第三收容室中的制动器50；驱动器30的输出端伸出第一收容室与制动器50的输出端共同连接至减速器40的输入端，减速器40的输出端和轴承内圈11通过第一连接件60连接至轮毂110。
本实施例提出了一种新的轮毂驱动总成：减速器40和轮毂轴承10的转动圈均通过第一连接件60连接至轮毂110，减速器40和轮毂轴承10被集成到轮毂驱动器30中，驱动器30、轮毂轴承10和减速器40的布局在有限的轮毂110内的空间内得到优化。而且，制动器50也布局在壳体空间的第三收容室内，进一步有效利用轮毂内的有限空间，整个轮毂驱动总成的结构紧凑。
需要说明的是，本实施例中轮毂轴承的轴承内圈为转动圈，轴承外圈为非转动圈，但不限于此。作为变形例，还可以是：轴承内圈为非转动圈，轴承外圈为转动圈。
结合参照图5～图7，第一连接件60包括：连接轴61，轴承内圈11套装在连接轴61的一端部上，若在其他示例中，轴承外圈为转动圈，连接轴设计为中空轴并套装在轴承外圈上；与连接轴61同轴且连接的环形件62，与轴承外圈12轴向间隔，分别与减速器40的输出端和轮毂110连接；环形件62呈圆盘状，其外径大于连接轴61的外径，与壳体20的第一部分201轴向相对并作为第二收容室的侧壁，环形件62、连接轴61的外圆周面以及第一部分201的内周面围成第二收容室。其中环形件62与连接轴61为一体结构。
环形件62与减速器40的输出端的连接方式为：环形件62沿轴向朝向减速器40的输出端的表面设有：沿周向间隔分布的第一凸起620，取相邻两个第一凸起620围成一限位空间621，共间隔形成4个限位空间621；相应地，减速器40的输出端的外圆周面设有：沿径向凸出且沿周向间隔分布的4个第二凸起400。所有第一凸起620和第二凸起400能够轴向配合，轴向配合的方式是：每个第二凸起400能够限位在一个限位空间621中，减速器40的输出端转动时通 过第二凸起400和第一凸起620带动第一连接件60转动，并进一步带动轮毂110和轴承内圈11转动。在其他示例中，可根据需要选择第一凸起和第二凸起的数量。
除此之外，还可以是：在减速器的输出端沿轴向朝向环形件的表面设有：沿周向间隔分布的若干第一凸起，相应地，在环形件的外圆周面设有若干第二凸起；在连接时，每个第二凸起限位在相邻两第一凸起之间和/或每个第一凸起限位在相邻两第二凸起之间。在其他示例中，还可以为：减速器的输出端和环形件轴向相对的两端面中，其中一端面设有沿周向间隔分布的若干第一凸起，另一端面设有沿周向间隔分布的若干第二凸起，第一凸起和第二凸起能够轴向配合，每个第一凸起能够限位在相邻两第二凸起之间和/或每个所述第一凸起限位在相邻两第一凸起之间。
作为变形例，环形件与减速器输出端的连接方式还可以是：在环形件沿轴向朝向减速器输出端的表面设有：轴向延伸的伸出轴；减速器的输出端与伸出轴为花键连接。例如：在伸出轴的外圆周面设有若干外齿；减速器的输出端沿轴向朝向环形件件的表面中设有槽，在所述槽的内圆周面设有内齿，在连接时，伸出轴伸入槽中，内齿与外齿构成花键连接。
与花键连接方式相比，图6和图7的示例具有以下优势：第二凸起400只是被两第一凸起620周向限位，但并未径向限位，当车轮在行驶过程中振动时，允许减速器40的输出端和环形件62之间具有径向串动，这能够降低车轮振动而引起的环形件62对减速器40输出端的径向碰撞力度，避免过度碰撞造成损伤，延长使用寿命。
继续参照图4、图5，环形件62通过其上的螺杆622，以螺栓连接的方式安装在轮毂110上，螺杆622通过过盈配合方式安装在环形件62的轴向通孔中。除此之外，还可以是：螺杆与环形件为一体结构。在连接轴61沿轴向朝向轮毂的端面上设有位于中轴线上的定位轴610，定位轴610伸入轮毂中对应的定位槽中，定位轴610起到装 配过程的定位防错作用。
参照图4、图5，在轴承外圈12上套装有第二连接件13，轴承外圈12通过第二连接件13与壳体20的第二部分202连接。第二连接件13还用于支撑轮毂轴承10，将轮毂轴承10支撑在壳体20中。在轴承外圈12的两轴向端面中，远离环形件62的端面与安装在第二连接件13内圆周面上的限位件130相抵，另一端面与第二连接件13的冲压挡边131相抵，轴承外圈12被限位件130和冲压挡边131所限位，并对滚动体14轴向预紧限位。本实施例的限位件130为螺纹套筒，其外圆周面设有外螺纹；第二连接件13为中空圆柱，其内圆周面沿轴向分为内螺纹区域和非螺纹区域。在装配时，首先将轴承外圈12从非螺纹区域一侧装入第二连接件13内，并使之位于非螺纹区域，可以与第二连接件13为过盈配合方式；接着，对第二连接件13的非螺纹区域一端端面冲压处理形成冲压挡边131；之后，将限位件130从内螺纹区域一侧旋拧进第二连接件13，至限位件130与轴承外圈12相抵。
结合参照图6，连接轴61远离环形件62的端部外径小于其他部分外径，轴承内圈11套装在该端部上并和与该端部相邻的连接轴部分轴向相抵，可以与连接轴61通过过盈配合连接，在连接轴61位于第二连接件13中的一端设有与轴承内圈11轴向相抵的预紧件15，预紧件15对轴承内圈12进行预紧、限位。其中，预紧件15为螺母，与连接轴61构成螺纹连接。
作为变形例，可以是：轴承内圈与第一连接件为一体结构，和/或轴承外圈和第二连接件为一体结构。
在图5的示例中，滚动体14为圆锥滚子，轮毂轴承10为双列圆锥滚子轴承。轮毂轴承的类型不构成对本发明保护范围的限制，可根据需要进行选择。
在本实施例中，参照图3、图4，壳体20的第一部分201为环形、且轴向截面呈C形；第三部分203露出轮毂轴承10、且基本上封闭 第一部分201的C形的开口以形成第一收容室；第一部分201的内周面与第一连接件60围成第二收容室；第二部分202与第二连接件13和第三部分203围成第三收容室。其中，本实施例的环形件62除起到连接作用外，还能够对第二收容室起到密封效果。进一步地，在环形件62的外圆周面与壳体20内圆周面之间设有密封件(图中未示出)，如密封圈。
轮毂驱动总成100的装配如下：
第一步，将第一部分201放置于轮毂110内，其C形的开口朝外；
第二步，将驱动器30对应装配于C形的开口中，将减速器40套设于连接轴61上、并固定于第一部分201上，减速器40的输出端连接至环形件62并通过环形件62连接至轮毂110；其中，驱动器30的输出端朝向轮毂的中心轴伸出，并与减速器40的输入端连接；
第三步，将第三部分203盖设于第一部分201上；
第四步，沿轴向将装有制动器50的第二部分202盖设于第三部分203上，并通过第三部分203的通孔将制动器50的输出端与驱动器30的输出端和减速器40的输入端连接。
在其他实施例中，壳体20也可以为两部分，例如将上述第二部分202和第三部分203一体成型、合并成一个部分，并将其盖设于第一部分201。需要注意的是，壳体20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部分201围成壳体空间，就能实现本发明的目的。
本实施例中，驱动器30的输出端、制动器50的输出端通过减速器40的输出端连接至与轴承内圈11套装的第一连接件60，并通过第一连接件60连接至轮毂110。本实施例轮毂驱动总成100的装配非常简单和快速。
下面对驱动器30、制动器50以及减速器40逐一作详细的说明。
驱动器30用于产生驱动扭矩。参照图4，本实施例中，驱动器30为电机，具体为内转子电机(例如可以是高速内转子电机)，包括：固定于第一收容室且与第一部分201连接的定子301、位于定子301内的转子302、连接至转子302的转子支架303，以及位于转子支架303和第一部分201之间的支撑轴承(图中未示出)。其中，转子支架303作为电机的输出端，沿轴向方向与减速器40的输入端连接，将驱动扭矩输出至减速器40的输入端。由于减速器40的扭矩放大作用，车轮转动要求的驱动扭矩将会变小，相应的，电机的尺寸要求也会变小，从而减小电机所需要的装配空间。另外，转子支架303与减速器40的输入端连接的部分环绕连接轴61，这样，整个第二收容室是由：连接轴61的外圆周面、环形件62、第一部分201的内周面以及转子支架303所围成。进一步地，在转子支架303的内圆周面与连接轴61的外圆周面之间设有密封件(图中未示出)，以起到密封第二收容室的作用。
驱动器30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作为冷却系统用于电机的散热。冷却水套可以固定于定子301和第一部分201之间。其中，转子支架303也可以采用任何一种隔热材料。
作为变形例，驱动器30不局限于内转子电机，也可采用外转子电机。
制动器50用于产生制动扭矩。参照图3-4，本实施例中，制动器50为鼓式制动器，包括：连接于壳体20的第二部分202的制动蹄51；设于制动蹄51外周的制动鼓52。制动鼓52作为制动器50的输出端与减速器40连接，将制动扭矩输出至减速器40。由于减速器40的扭矩放大作用，车轮制动所要求的制动扭矩将会变小，相应的，制动器50的尺寸要求也会变小，从而减小制动器50所需要的装配空间。
本实施例中，电机的转子支架303和制动鼓52与减速器40输入端连接。这三者通过一连接件固定连接，该连接件可以螺栓-法兰连 接件等，但不限于上述连接形式。
减速器40用于放大驱动扭矩或制动扭矩。参照图3-4并结合图8，减速器40为行星减速器，包括：太阳轮41，作为减速器40的输入端与转子支架303和制动鼓52连接；齿圈42，径向环绕太阳轮41并安装在第一部分201上；若干行星轮43，位于太阳轮41和齿圈42之间且同时与太阳轮41和齿圈42啮合；行星架44，连接若干行星轮43、并作为减速器40的输出端连接至轮毂。本实施例中，行星架44通过第一连接件60连接至轮毂110。
需注意的是，在其他实施例中，减速器40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。
参照图4，在本实施例中，制动器50被整合到轮毂驱动器的驱动器30中，减速器40同时用于驱动器30和制动器50。也就是说，驱动器30的输出端(转子支架303)、制动器50的输出端(制动鼓52)均连接至减速器40的输入端(太阳轮41)，减速器40的输出端既向车轮输出驱动扭矩，也向车轮输出制动扭矩。
由上可知，本实施例中，电机作为驱动源、鼓式制动器作为制动源，其输出端均连接至行星减速器的输入端，分别组成轮毂驱动总成100的驱动系统和制动系统。制动器不再分立于轮毂驱动器而设立，而是与轮毂驱动器结合，共同成为一个有机的整体，形成同时具备驱动和制动功能的轮毂驱动总成；并且，驱动器30和制动器50共用一套减速器，在减少了机械器件的同时也节约了轮毂空间。
本实施例中轮毂驱动总成100的工作原理如下：
电机的转子支架303、行星减速器的太阳轮41和鼓式制动器的制动鼓52固定连接在一起，三者同步转动。
车轮处于驱动模式时，电机工作，输出驱动扭矩；鼓式制动器的制动蹄41不张开，无制动扭矩输出。转子302驱动转子支架303转动，驱动太阳轮41转动，将驱动扭矩传输至行星减速器。由此，电 机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，电机无驱动扭矩输出；鼓式制动器输出制动扭矩：制动蹄41张开并卡紧制动鼓52，对制动鼓52施加制动扭矩，导致制动鼓52的转速降低，此时太阳轮41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。
需要注意的是，上述实施例还可以作简单变形得到其他实施例：
例如，当驱动器30和制动器50输出的驱动扭矩/制动扭矩足够驱动/制动车轮时，可以不设置减速器40，而将驱动器30和制动器50的输出端直接连接至轮毂；
例如，可以将减速器40只连接驱动器30的输出端，或只连接制动器50的输出端连接，只对驱动扭矩或只对制动扭矩进行放大输出；
例如，可以设置两组减速器40，分别与驱动器30和制动器50的输出端连接，分别对驱动扭矩和制动扭矩进行放大输出。
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 (15)

  1. 一种轮毂驱动总成，包括：轮毂；
    轮毂轴承，位于所述轮毂内且设于其中轴线上，在所述轮毂轴承的轴承内圈和轴承外圈中，其中一圈为转动圈且另一圈为非转动圈；
    壳体，围绕所述轮毂轴承形成壳体空间，所述壳体空间包括密封的第一收容室和第二收容室；
    驱动器，位于所述第一收容室中；
    减速器，位于所述第二收容室中；
    其特征在于，所述减速器的输入端与驱动器的输出端连接，所述减速器的输出端和所述转动圈连接，所述转动圈还连接至轮毂；
    所述非转动圈与壳体连接。
  2. 如权利要求1所述的轮毂驱动总成，其特征在于，所述转动圈通过第一连接件连接减速器的输出端和轮毂，所述第一连接件包括：
    与所述转动圈套装的连接轴；
    与所述连接轴同轴且连接的环形件，与所述减速器的输出端和轮毂连接，所述环形件的外径大于连接轴的外径。
  3. 如权利要求2所述的轮毂驱动总成，其特征在于，所述环形件沿轴向与壳体相对并作为第二收容室的侧壁，所述环形件、连接轴的外圆周面、驱动器的输出端和壳体内周面围成第二收容室。
  4. 如权利要求3所述的轮毂驱动总成，其特征在于，所述环形件与减速器输出端的连接方式为：所述环形件上设有朝向所述减速器输出端凸出且沿周向间隔分布的若干第一凸起，所述减速器输出端上设 有朝向所述连接轴凸出且沿周向间隔分布的若干第二凸起，每一第一凸起卡设于相邻两第二凸起之间和/或每一第二凸起卡设于相邻两第一凸起之间。
  5. 如权利要求4所述的轮毂驱动总成，其特征在于，所述第一凸起位于环形件沿轴向朝向减速器输出端的端面上；所述第二凸起位于减速器输出端的外圆周面上且沿径向凸出。
  6. 如权利要求3所述的轮毂驱动总成，其特征在于，所述环形件与减速器输出端的连接方式为：
    在所述环形件沿轴向朝向减速器输出端的端面设有：轴向延伸的伸出轴；
    所述减速器的输出端与所述伸出轴为花键连接。
  7. 如权利要求3所述的轮毂驱动总成，其特征在于，在所述环形件的外圆周面和壳体的内圆周面之间设有密封件。
  8. 如权利要求3所述的轮毂驱动总成，其特征在于，在所述连接轴的外圆周面与驱动器的输出端的内圆周面之间设有密封件。
  9. 如权利要求1所述的轮毂驱动总成，其特征在于，所述轴承内圈为转动圈且所述轴承外圈为非转动圈；
    所述轴承外圈通过第二连接件与壳体连接。
  10. 如权利要求9所述的轮毂驱动总成，其特征在于，在所述第二连接件的内圆周面装有限位件；当所述第二连接件套装在轴承外圈上时，所述限位件沿轴向朝向减速器的方向与所述轴承外圈相抵。
  11. 如权利要求1所述的轮毂驱动总成，其特征在于，所述壳体 空间还包括：第三收容室；
    所述轮毂驱动总成还包括：位于所述第三收容室的制动器，所述制动器的输出端与所述驱动器的输出端和/或所述减速器的输入端连接。
  12. 如权利要求11所述的轮毂驱动总成，其特征在于，所述壳体沿轴向方向至少分为两部分，所述壳体的轴向最外侧部分为第三收容室的侧壁，所述制动器装在所述轴向最外侧部分上。
  13. 如权利要求1所述的轮毂驱动总成，其特征在于，所述驱动器为驱动电机，包括定子、转子、与所述转子连接且伸出第一收容室的转子支架，所述转子支架作为驱动器的输出端。
  14. 如权利要求1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；所述减速器的输出端为行星架，所述减速器的太阳轮作为输入端。
  15. 如权利要求1所述的轮毂驱动总成，其特征在于，还包括：位于所述第一收容室的冷却系统，用于冷却所述驱动器。
PCT/CN2015/091741 2014-11-24 2015-10-12 轮毂驱动总成 WO2016082633A1 (zh)

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