WO2018082041A1 - 轮毂驱动器及其传动系统 - Google Patents

轮毂驱动器及其传动系统 Download PDF

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Publication number
WO2018082041A1
WO2018082041A1 PCT/CN2016/104704 CN2016104704W WO2018082041A1 WO 2018082041 A1 WO2018082041 A1 WO 2018082041A1 CN 2016104704 W CN2016104704 W CN 2016104704W WO 2018082041 A1 WO2018082041 A1 WO 2018082041A1
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WIPO (PCT)
Prior art keywords
chute
connecting ring
reducer
flange
transmission system
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Ceased
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PCT/CN2016/104704
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English (en)
French (fr)
Inventor
王鹏
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Priority to PCT/CN2016/104704 priority Critical patent/WO2018082041A1/zh
Publication of WO2018082041A1 publication Critical patent/WO2018082041A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • 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

Definitions

  • the invention relates to a hub drive and a transmission system therefor.
  • the hub drive is a drive that simultaneously sets the motor and reducer in the hub. Wherein, the reducer and the motor are sleeved outside the flange shaft in the hub. The power generated by the motor is transmitted to the flange shaft after passing through the reducer and transmitted to the wheel.
  • a plurality of bosses radially distributed in the circumferential direction are generally arranged on the flange of the flange shaft, and a plurality of convex portions are arranged at the output end of the reducer.
  • the matching groove is assembled, and the boss is inserted into the groove, so that the output end of the reducer and the flange shaft are connected to each other.
  • the above structure has the disadvantage that when the automobile is running, the flange shaft may be deformed under the action of the ground load, and the deformation will cause the flange to be displaced and drive the displacement of the reducer, thereby causing the ground load to be transmitted to the flange through the flange.
  • the reducer aggravates the vibration and noise of the reducer and even causes the failure of the gear transmission components in the reducer.
  • the width of the groove is usually set to be large in order to ensure that each of the radially distributed bosses can be smoothly inserted into the groove during assembly. Therefore, after the assembly is completed, there is a large circumferential gap between the boss and the groove, which undoubtedly increases the transmission gap between the flange shaft and the speed reducer, resulting in a large vibration when transmitting torque and Shock.
  • Patent application No. 8 186 467 B2 discloses a hub drive in which the position of the bearing for supporting the reducer is adjusted, and the bearings for supporting the reducer are divided into two axially spaced apart to strengthen The support stiffness of the flange shaft reduces the deformation of the flange shaft.
  • this method can only reduce the deformation of the flange shaft to a certain extent, and thus can not completely eliminate the influence of the deformation of the flange shaft on the reducer.
  • the space between the two bearings cannot be used for the reducer, resulting in a limited transmission ratio of the reducer.
  • a wheel drive is disclosed in the patent application with the publication number CN100551732C, in which the reducer and the flange shaft are connected by a universal joint. This method ensures that the transmission gap between the speed reducer and the flange shaft is at a small level, thereby reducing vibration and shock during power transmission.
  • the use of a universal joint connection requires a large axial space and is costly.
  • the problem addressed by the present invention is to provide an improved hub drive and transmission system thereof that addresses at least one of the above problems.
  • the present invention provides a transmission system for a hub drive, comprising a flange shaft, and a reducer sleeved on the flange shaft; further comprising a connecting ring, which is sleeved outside the flange shaft, and Between the reducer and the flange of the flange shaft; the connecting ring and the flange pass through the first sliding slot and the first inserted in the first sliding slot a boss connection, the first boss can slide along the first sliding slot; the connecting ring and the output end of the reducer pass through the second sliding slot and are inserted into the second sliding slot a second boss connection, the second boss is slidable along the second sliding slot; the first sliding slot extends in a first direction in a length direction, and the second sliding slot is in a second direction in a length direction The direction extends, and the first direction and the second direction are perpendicular to each other.
  • At least one of the first sliding slot and the second sliding slot has a length extending direction intersecting a central axis of the component.
  • the first sliding slot has a plurality of one, the first sliding slot is opposite to one of the first protruding slots; and the plurality of the first sliding slots are arranged in one or more along the first direction. Extended straight line.
  • a plurality of the first chutes are symmetrically distributed with respect to a first symmetry line, and the first symmetry line intersects a central axis of a component.
  • the second sliding slot has a plurality of, the second sliding slot is opposite to one of the second protruding slots; and the plurality of the second sliding slots are arranged in one or more along the second direction.
  • Delay Stretched straight line.
  • a plurality of the second chutes are symmetrically distributed with respect to a second symmetry line, and the second symmetry line intersects a central axis of the component.
  • first chute and the second chute are disposed on the connecting ring, the first boss is disposed on the flange, and the second boss is disposed at an output end of the reducer .
  • the first chute and the second chute penetrate the connecting ring in the axial direction.
  • first sliding slot and the second sliding slot extend radially inward of the connecting ring.
  • the speed reducer is a planetary reducer
  • the planet carrier of the planetary reducer serves as the output end.
  • the present invention also provides a hub drive comprising a hub, and the transmission system of any of the above; the flange shaft, the reducer and the connecting ring are disposed within the hub.
  • the displacement can be converted into the sliding of the first boss and the second boss along the corresponding chute, and the position of the reducer is ensured, so It can avoid the influence of the deformation of the flange shaft on the reducer, prevent the ground load from being transmitted to the reducer through the flange, reduce the vibration and noise of the reducer, and improve the life of the reducer.
  • the flange shaft and the speed reducer are indirectly connected by a connecting ring.
  • the first chute for connecting the connecting ring and the flange extends in the first direction for connecting the connecting ring and the output end of the reducer
  • the second chute extends in the second direction, and the connection position between the connecting ring and the flange and the reducer is relatively simple, between the first chute and the first boss, between the second chute and the second boss It is easy to align the assembly, and the width of the first chute and the second chute is required to be small, so that the circumferential gap between the chute and the boss can be reduced. Therefore, after the assembly is completed, the transmission gap between the flange shaft and the speed reducer is small, and it is possible to effectively reduce the vibration and impact when transmitting torque between the two.
  • the connecting ring is axially disposed between the flange and the speed reducer, and only needs to occupy a small axial space, and does not occupy the radial space of the reducer, thereby not affecting the transmission ratio of the reducer.
  • the connecting ring has a simple structure, convenient processing and low cost.
  • FIG. 1 is a perspective structural view of a transmission system according to an embodiment of the present invention.
  • FIG. 2 is a perspective exploded view of a transmission system according to an embodiment of the present invention.
  • FIG. 3 is a schematic perspective structural view of a flange shaft in a transmission system according to an embodiment of the present invention.
  • FIG. 4 is a schematic perspective structural view of a connecting ring in a transmission system according to an embodiment of the present invention.
  • FIG. 5 is a schematic perspective structural view of a speed reducer in a transmission system according to an embodiment of the present invention.
  • 6 to 8 illustrate the arrangement of the first chute and the second chute in some variations of the embodiment of the present invention.
  • the embodiment provides a hub drive and a transmission system therefor.
  • the hub drive includes a hub (not shown) with a transmission system disposed within the hub.
  • the transmission system includes a flange shaft 10 disposed in the hub, and a reducer 20 sleeved on the flange shaft 10.
  • a motor (not shown) is further disposed in the hub, and the power outputted by the motor is decelerated and twisted by the reducer 20 and transmitted to the flange shaft 10.
  • the flange shaft 10 has a shaft body 10a and a flange 10b disposed coaxially.
  • the speed reducer 20 is sleeved outside the shaft body 10a, and the output end 20a of the speed reducer 20 is connected to the flange 10b for power transmission.
  • the hub drive further includes a coupling ring 30 that is sleeved over the shaft body 10a of the flange shaft 10 and axially located between the speed reducer 20 and the flange 10b of the flange shaft 10.
  • the connecting ring 30 has an inner hole for being sleeved outside the flange shaft 10, and the diameter of the inner hole It is larger than the outer diameter of the flange shaft 10 with which it is fitted, so that the connecting ring 30 is hollowed out and suspended outside the flange shaft 10. That is to say, there is a radial gap between the connecting ring 30 and the flange shaft 10, within which the connecting ring 30 can be moved in any direction relative to the flange shaft 10.
  • the flange shaft 10 and the output end 20a of the speed reducer 20 are connected by a connecting ring 30, and the connecting ring 30 and the flange shaft 10 are connected by a connecting structure formed by the mutually cooperating chute-projection.
  • the connecting ring 30 and the output end 20a of the speed reducer 20 are also connected by a connecting structure formed by the mating chute-slot.
  • the connecting ring 30 and the flange 10b are connected by the first sliding slot 31 and the first boss 11 inserted into the first sliding slot 31, and the first convex portion is connected.
  • the table 11 is slidable along the first chute 31.
  • the connecting ring 30 and the output end 20a of the speed reducer 20 are connected by a second sliding slot 32 and a second boss 21 inserted in the second sliding slot 32.
  • the second boss 21 can slide along the second sliding slot 32.
  • the first chute 31 extends in the longitudinal direction along the first direction X
  • the second chute 32 extends in the longitudinal direction along the second direction Y.
  • the first direction X and the second direction Y are perpendicular to each other.
  • One of each of the first mating first chutes and the first bosses is disposed on the connecting ring 30 and the other is disposed on the flange 10b.
  • One of each pair of the second chute and the second boss is disposed on the connecting ring 30 and the other is disposed at the output end 20b of the speed reducer 20.
  • the first sliding slot 31 and the second sliding slot 32 are all disposed on the connecting ring 30.
  • the first boss 11 is disposed on the flange 10b
  • the second boss 21 is disposed on the output of the speed reducer 20. End 20a.
  • the positions of the boss and the chute may be interchanged, or a part of the boss and a part of the chute may be disposed on the connecting ring, and a part of the boss and the partial chute are disposed at the output end of the flange and the reducer.
  • the flange shaft 10 and the output end 20a of the speed reducer 20 are not directly connected, but are indirectly connected by the connecting ring 30.
  • the connecting ring 30 and the flange shaft 10 and the speed reducer 20 are respectively connected by a chute-projection, and each of the bosses can slide along the corresponding sliding slot.
  • the first chute 31 and the second chute 32 are mutually Vertical to form a "cross" structure.
  • the first boss 11 will slide along the first chute 31, as shown in the first direction of the flange 10b with respect to the connecting ring 30 and the reducer 20.
  • the displacement of X, the position of the speed reducer 20 and the connecting ring 30 are unchanged, thereby eliminating the influence of the displacement of the flange 10b on the speed reducer 20.
  • the first boss 11 will move the connecting ring 30 in the second direction Y, so that the second boss 12 slides along the second sliding slot 32, which is represented by the flange 10b.
  • the displacement of the connecting ring 30 with respect to the speed reducer 20 in the second direction Y is caused, and the position of the speed reducer 20 is unchanged, thereby eliminating the influence of the displacement of the flange 10b on the speed reducer 20.
  • the displacement can be decomposed into the first displacement component along the first direction X and along the first The second displacement component of the two directions Y.
  • the first displacement component is the same as the sliding direction of the first boss 11, and then the first displacement component will cause the first boss 11 to slide along the first chute 31 such that the flange 10b occurs along the connecting ring 30 and the reducer 20
  • the displacement of the first direction X, the position of the speed reducer 20 and the connecting ring 30 are unchanged;
  • the second displacement component is the same as the sliding direction of the second boss 21, then the second displacement component will cause the second boss 21 to follow the second slide
  • the groove 32 slides such that the flange 10b drives the coupling ring 30 to displace in the second direction Y with respect to the speed reducer 20, and the position of the speed reducer 20 does not change.
  • the flange shaft and the speed reducer are indirectly connected by a connecting ring.
  • the first sliding groove for connecting the connecting ring and the flange extends in the first direction, and the connection position between the connecting ring and the flange is relatively simple.
  • the first chute and the first boss are easily aligned, and the width of the first chute is required to be small, so that the circumferential gap between the two can be reduced; on the other hand, the connecting ring and a second chute connected to the output end of the reducer extends in the second direction, and is connected
  • the connection position between the ring and the output end of the reducer is also relatively simple, and it is easy to align the assembly, so that the width requirement of the second chute is also reduced, and the circumferential direction between the second chute and the second boss can be reduced. gap. Therefore, after the assembly is completed, the transmission gap between the flange shaft and the speed reducer is small, and it is possible to effectively reduce the vibration and impact when transmitting torque between the two.
  • the connecting ring is axially disposed between the flange and the speed reducer, and only needs to occupy a small axial space, and does not occupy the radial space of the reducer, thereby not affecting the transmission ratio of the reducer.
  • the connecting ring has a simple structure, convenient processing and low cost.
  • the shape of the connecting ring is annular, and the style of the ring is not limited here, as long as there is an inner hole that can be sleeved outside the flange shaft, and an annular area for setting the chute or the boss. , for example, a ring, a polygonal ring, or a ring of other shapes.
  • the connecting ring has a circular shape.
  • the speed reducer 20 can be any type of speed reducer.
  • a planetary reducer is used as the speed reducer 20, and the carrier of the planetary reducer serves as the output end 20a.
  • the first chute 31 and the second chute 32 are disposed on the connecting ring 30, the first boss 11 is disposed on the flange 10b, and the second boss 21 is disposed on the output of the reducer 20. End 20a.
  • the first chute 31 and the second chute 32 extend through the connecting ring 30 in the axial direction to improve the adaptability of the connecting ring.
  • first chute 31 and the second chute 32 penetrate the radially inner side of the connecting ring 30 to facilitate processing, and at the same time, the stroke in which the boss can slide in the chute can be increased.
  • first sliding slot 31 and the second sliding slot 32 may also be in the form of a groove without passing through the connecting ring in the axial direction.
  • first chute 31, the second chute 32, and the radially inner side of the connecting ring may be kept at a certain distance without penetrating the radially inner side thereof.
  • the first chute 31 and the second chute 32 may be at any position of the connecting ring 30 as long as the extending directions of the two intersect and form a "cross" structure.
  • at least one of the first chute 31 and the second chute 32 has a length extending direction intersecting a central axis of the component.
  • the first chute 31 and the first The length of the second chute 32 extends in a direction intersecting the central axis of the connecting ring. That is, the extension lines of the first chute 31 and the second chute 32 pass through the center of the connecting ring 30.
  • the extending direction of the first chute and the second chute may also be offset from the central axis of the component. As shown in FIG. 6, the extension lines of the first chute 31 and the second chute 32 do not pass through the center of the connecting ring 30, and do not intersect with the central axis of the connecting ring 30, that is, in an "eccentric" manner.
  • the number of the first chutes, the first bosses, and the number of the second chutes and the second bosses may be set according to the strength and stability requirements of the connection structure.
  • the first chute 31 has a plurality of, one first chute 31 is opposite to the first boss 11, and the second chute There are also a plurality of 32, one second chute 32 facing one second boss 21.
  • the plurality of first chutes 31 are arranged in a line or a plurality of straight lines extending along the first direction X.
  • the plurality of second chutes 32 are arranged in a line or a plurality of straight lines extending in the second direction Y. In other words, all of the first chutes 31 are parallel to each other, and all of the second chutes 32 are parallel to each other.
  • all of the first chutes 31 are arranged in a straight line, and all of the second chutes 32 are arranged in another straight line.
  • the straight line of the first chute 31 is perpendicular to the line of the second chute 32 and both intersect the central axis of the connecting ring 30.
  • the first chutes 31 are two and symmetrically distributed in the radial direction, and the second chutes 32 are also two and symmetrically distributed in the radial direction.
  • the plurality of first chutes 31 and the second chutes 32 may also not adopt a form of symmetric distribution.
  • the plurality of first chutes 31 may be arranged in a plurality of rows parallel to each other.
  • the plurality of second chutes 32 may be arranged in a plurality of rows parallel to each other.
  • each row of the first chutes 31 is symmetrically distributed with respect to the first symmetry line
  • the first symmetry line intersects the central axis of the component
  • the second chutes 32 of each row are symmetrically distributed with respect to the second symmetry line.
  • the second line of symmetry intersects the central axis of the component.
  • the first row of each row Both the groove and the second chute may be symmetrically distributed in the radial direction or eccentrically distributed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)

Abstract

一种轮毂驱动器及其传动系统，其中传动系统包括法兰轴(10)、套设于所述法兰轴(10)的减速器(20)和连接环(30)，连接环(30)空套于所述法兰轴(10)外、位于所述减速器(20)和所述法兰轴(10)的法兰(10b)之间；所述连接环(30)与所述法兰(10b)之间通过第一滑槽(31)和插设于所述第一滑槽(31)中第一凸台(11)连接，所述连接环(30)与所述减速器(20)的输出端(20a)之间通过第二滑槽(32)和插设于所述第二滑槽(32)中的第二凸台(21)连接，所述第一凸台(11)、第二凸台(21)可沿对应的滑槽滑动；所述第一滑槽(31)、第二滑槽(32)相互垂直。该轮毂驱动器可以防止地面载荷通过法兰轴(10)传递至减速器(20)，减小减速器(20)的振动和噪声，且占用空间小，安装方便。

Description

轮毂驱动器及其传动系统 技术领域
本发明涉及一种轮毂驱动器及其传动系统。
背景技术
轮毂驱动器是一种同时将电机、减速器设置在轮毂内的驱动器。其中，减速器和电机套设在轮毂内的法兰轴外。电机产生的动力在经过减速器后传递至法兰轴，进而传递至车轮。
传统的轮毂驱动器中，为了实现减速器和法兰轴之间的扭矩传递，一般在法兰轴的法兰上设置若干沿周向呈放射状分布的凸台，在减速器输出端设置若干与凸台匹配的凹槽，装配时，将凸台插设于凹槽中，使得减速器的输出端和法兰轴之间相互连接。
但是，上述结构的缺点在于，汽车行驶时，法兰轴在地面载荷的作用下可能发生变形，该变形将使得法兰发生位移并带动减速器发生位移，从而导致地面载荷通过法兰被传递至减速器，加剧减速器的振动和噪声，甚至造成减速器内齿轮传动部件的失效。再者，由于法兰轴和减速器之间的相对位置唯一确定、无法改变，为了保证在装配时各个呈放射状分布的凸台均能够顺利插入凹槽，凹槽的宽度通常设置得较大。因此，在装配完成后，凸台和凹槽之间具有较大的周向间隙，这无疑增大了法兰轴和减速器之间的传动间隙，导致在传递扭矩时产生较大的振动和冲击。
公告号为US8186467B2的专利申请公开了一种轮毂驱动器，其中对用于支撑减速器的轴承位置作了调整，将用于支撑减速器的轴承分为沿轴向间隔排布的两个，以加强对法兰轴的支撑刚度，减小法兰轴的变形。但是这种方式只能在一定程度上减小法兰轴的变形，因而不能完全消除法兰轴的变形对减速器的影响。并且，两个轴承之间的空间无法为减速器所用，导致减速器的传动比受到限制。
公告号为CN100551732C的专利申请中公开了一种轮毂驱动器，其中的减速器与法兰轴之间通过万向接头连接。这种方式能够保证减速器和法兰轴之间的传动间隙处于较小的水平，从而能够减小动力传递时的振动和冲击。但是，采用万向接头连接的方式需要占用较大的轴向空间、且成本高。
发明内容
本发明解决的问题是提供一种改进的轮毂驱动器及其传动系统，以解决上述问题中的至少一个。
为解决上述问题，本发明提供一种轮毂驱动器的传动系统，包括法兰轴，以及套设于所述法兰轴的减速器；还包括连接环，空套于所述法兰轴外，且沿轴向位于所述减速器和所述法兰轴的法兰之间；所述连接环与所述法兰之间通过第一滑槽和插设于所述第一滑槽中的第一凸台连接，所述第一凸台可沿所述第一滑槽滑动；所述连接环与所述减速器的输出端之间通过第二滑槽和插设于所述第二滑槽中的第二凸台连接，所述第二凸台可沿所述第二滑槽滑动；所述第一滑槽在长度方向沿第一方向延伸，所述第二滑槽在长度方向沿第二方向延伸，所述第一方向、所述第二方向相互垂直。
可选的，所述第一滑槽、第二滑槽中，至少一个的长度延伸方向与所在部件的中心轴相交。
可选的，所述第一滑槽具有多个，一个所述第一滑槽对一个所述第一凸台；多个所述第一滑槽排列成一条或者多条沿所述第一方向延伸的直线。
可选的，多个所述第一滑槽关于第一对称线对称分布，所述第一对称线与所在部件的中心轴相交。
可选的，所述第二滑槽具有多个，一个所述第二滑槽对一个所述第二凸台；多个所述第二滑槽排列成一条或者多条沿所述第二方向延 伸的直线。
可选的，多个所述第二滑槽关于第二对称线对称分布，所述第二对称线与所在部件的中心轴相交。
可选的，所述第一滑槽、第二滑槽设于所述连接环，所述第一凸台设于所述法兰，所述第二凸台设于所述减速器的输出端。
可选的，所述第一滑槽、第二滑槽沿轴向贯穿所述连接环。
可选的，所述第一滑槽、第二滑槽贯穿所述连接环的径向内侧。
可选的，所述减速器为行星减速器，所述行星减速器的行星架作为所述输出端。
本发明还提供一种轮毂驱动器，其包括轮毂，以及上述任一项所述的传动系统；所述法兰轴、减速器以及连接环设于所述轮毂内。
与现有技术相比，本发明的技术方案具有以下优点：
第一，当法兰轴变形时，不管法兰发生何种位移，该位移都能够转化为第一凸台、第二凸台沿对应滑槽的滑动，而保证减速器的位置不变，因此能够避免法兰轴的变形对减速器的影响，防止地面载荷通过法兰被传递至减速器，减小减速器的振动和噪声，提高减速器的寿命。
第二，法兰轴和减速器通过连接环间接连接，一方面，用于将连接环和法兰连接的第一滑槽沿第一方向延伸，用于将连接环和减速器的输出端连接的第二滑槽沿第二方向延伸，连接环与法兰、减速器之间的连接位置比较单一，第一滑槽和第一凸台之间、第二滑槽和第二凸台之间容易对准装配，第一滑槽、第二滑槽的宽度要求变小，从而可以减小滑槽和凸台之间的周向间隙。因此，在装配完成后，法兰轴和减速器之间的传动间隙较小，可以有效两者之间减小在传递扭矩时的振动和冲击。
第三，连接环沿轴向设置于法兰和减速器之间，仅需要占用较小的轴向空间，不占用减速器的径向空间，从而不会影响减速器的传动比。并且连接环的结构简单，加工方便，成本低。
附图说明
图1是本发明实施例的传动系统的立体结构示意图；
图2是本发明实施例的传动系统的立体分解示意图；
图3是本发明实施例的传动系统中法兰轴的立体结构示意图；
图4是本发明实施例的传动系统中连接环的立体结构示意图；
图5是本发明实施例的传动系统中减速器的立体结构示意图；
图6至图8示出了本发明实施例的一些变形例中第一滑槽、第二滑槽的设置方式。
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1、图2所示，本实施例提供一种轮毂驱动器及其传动系统。该轮毂驱动器包括轮毂(图中未示出)，传动系统设于轮毂内。
其中，传动系统包括设于轮毂内的法兰轴10，以及套设于法兰轴10的减速器20。轮毂内还设有电机(图中未示出)，电机输出的动力经过减速器20减速增扭后传递至法兰轴10。法兰轴10具有同轴设置的轴体10a和法兰10b，减速器20套设于轴体10a外，减速器20的输出端20a与法兰10b连接，以实现动力传递。
该轮毂驱动器还包括连接环30，连接环30空套于法兰轴10的轴体10a外，且沿轴向位于减速器20和法兰轴10的法兰10b之间。其中，连接环30具有用于套设在法兰轴10外的内孔，该内孔的直径 大于与其配合的法兰轴10的外径，以此使得连接环30空套并悬浮在法兰轴10外。也就是说，连接环30与法兰轴10之间具有径向间隙，在该径向间隙允许的范围内，连接环30可以相对于法兰轴10沿任意方向移动。
本实施例中，法兰轴10与减速器20的输出端20a之间通过连接环30连接，而连接环30与法兰轴10之间通过相互配合的滑槽-凸台形成的连接结构连接，连接环30与减速器20的输出端20a之间也通过相互配合的滑槽-凸台形成的连接结构连接。
具体地，结合图3、图4、图5所示，连接环30与法兰10b之间通过第一滑槽31和插设于第一滑槽31中第一凸台11连接，第一凸台11可沿第一滑槽31滑动。连接环30与减速器20的输出端20a之间通过第二滑槽32和插设于第二滑槽32中的第二凸台21连接，第二凸台21可沿第二滑槽32滑动。其中，第一滑槽31在长度方向沿第一方向X延伸，第二滑槽32在长度方向沿第二方向Y延伸，第一方向X、第二方向Y相互垂直。
每对相互配合的第一滑槽和第一凸台中，其中一个设置于连接环30，另一个设置于法兰10b。每一对第二滑槽和第二凸台中，其中一个设置于连接环30，另一个设置于减速器20的输出端20b。
本实施例中，作为示例，第一滑槽31、第二滑槽32均设于连接环30，第一凸台11设于法兰10b，第二凸台21则设于减速器20的输出端20a。在另一些实施例中，凸台和滑槽的位置可以互换，或者将部分凸台和部分滑槽设于连接环，部分凸台和部分滑槽设于法兰及减速器的输出端。
综上，本实施例的轮毂驱动器中，法兰轴10和减速器20的输出端20a之间并非直接连接，而是通过连接环30间接连接。连接环30与法兰轴10和减速器20之间分别通过滑槽-凸台的形式连接，各个凸台可以沿对应的滑槽滑动。其中，第一滑槽31和第二滑槽32相互 垂直，以形成“十字”结构。这样设置的优点在于：
第一，当法兰10b发生沿第一方向X的位移时，第一凸台11将沿第一滑槽31滑动，表现为法兰10b相对于连接环30和减速器20发生沿第一方向X的位移，减速器20和连接环30的位置不变，从而消除法兰10b的位移对减速器20造成的影响。当法兰10b发生沿第二方向Y的位移时，第一凸台11将带动连接环30沿第二方向Y移动，使得第二凸台12沿第二滑槽32滑动，表现为法兰10b带动连接环30一起相对于减速器20发生沿第二方向Y的位移，减速器20的位置不变，从而消除法兰10b的位移对减速器20造成的影响。
那么，当法兰轴10在地面载荷的作用下发生变形而导致法兰10b发生位移时，不管该位移的方向如何，该位移均能够分解为沿第一方向X的第一位移分量和沿第二方向Y的第二位移分量。第一位移分量与第一凸台11的滑动方向相同，那么第一位移分量将使得第一凸台11沿第一滑槽31滑动，使得法兰10b相对于连接环30和减速器20发生沿第一方向X的位移，减速器20和连接环30的位置不变；第二位移分量与第二凸台21的滑动方向相同，那么第二位移分量将使得第二凸台21沿第二滑槽32滑动，使得法兰10b带动连接环30相对于减速器20发生沿第二方向Y的位移，减速器20的位置不变。
由此可以看出，当法兰轴10变形时，不管法兰发生何种位移，该位移都能够转化为第一凸台11、第二凸台21沿对应滑槽的滑动，而保证减速器20的位置不变，因此能够避免法兰轴的变形对减速器的影响，防止地面载荷通过法兰被传递至减速器，减小减速器的振动和噪声，提高减速器的寿命。
第二，法兰轴和减速器通过连接环间接连接，一方面，用于将连接环和法兰连接的第一滑槽沿第一方向延伸，连接环与法兰之间的连接位置比较单一，第一滑槽和第一凸台之间容易对准装配，第一滑槽的宽度要求变小，从而可以减小两者之间的周向间隙；另一方面，用于将连接环和减速器的输出端连接的第二滑槽沿第二方向延伸，连接 环与减速器的输出端之间的连接位置也比较单一，易于对准装配，从而第二滑槽的宽度要求也变小，可以减小第二滑槽和第二凸台之间的周向间隙。因此，在装配完成后，法兰轴和减速器之间的传动间隙较小，可以有效两者之间减小在传递扭矩时的振动和冲击。
第三，连接环沿轴向设置于法兰和减速器之间，仅需要占用较小的轴向空间，不占用减速器的径向空间，从而不会影响减速器的传动比。并且连接环的结构简单，加工方便，成本低。
需要注意的是，连接环的形状呈环状，此处对环的样式不作限定，只要具有能够空套在法兰轴外的内孔，以及用于设置滑槽或者凸台的环形区域即可，例如圆环、多边形环或者其他形状的环。本实施例中，如图1所示，连接环呈圆形。
其中，减速器20可以是任意一种减速器。本实施例中以行星减速器作为减速器20，行星减速器的行星架作为输出端20a。
如前所述，本实施例中，第一滑槽31、第二滑槽32设于连接环30，第一凸台11设于法兰10b，第二凸台21设于减速器20的输出端20a。那么优选的，第一滑槽31、第二滑槽32沿轴向贯穿连接环30，提高连接环的适配性。
进一步，第一滑槽31、第二滑槽32贯穿连接环30的径向内侧，以便于加工，同时可以增加凸台可在滑槽中滑动的行程。
在另一些实施例中，第一滑槽31、第二滑槽32也可以呈凹槽的形式，而不沿轴向贯通连接环。或者，第一滑槽31、第二滑槽32与连接环的径向内侧之间可以保留一定距离，而不贯穿其径向内侧。
第一滑槽31、第二滑槽32可以处于连接环30的任意位置，只要满足两者的延伸方向相交并形成“十字”结构即可。优选的，第一滑槽31、第二滑槽32中，至少一个的长度延伸方向与所在部件的中心轴相交。具体到本实施例中，如图2、图4所示，第一滑槽31、第 二滑槽32的长度延伸方向与连接环的中心轴相交。也就是说，第一滑槽31、第二滑槽32的延长线均穿过连接环30的圆心。
在另一些实施例中，第一滑槽、第二滑槽的延伸方向也可以与所在部件的中心轴错开。如图6所示，第一滑槽31、第二滑槽32的延长线不经过连接环30的圆心，与连接环30的中心轴不相交，即以“偏心”的形式设置。
应当理解，第一滑槽、第一凸台的数量，以及第二滑槽、第二凸台的数量可以根据连接结构的强度以及稳定性要求来设置。本实施例中，为了实现连接环与法兰、减速器之间的连接关系更加稳定，第一滑槽31具有多个，一个第一滑槽31对一个第一凸台11，第二滑槽32也具有多个，一个第二滑槽32对一个第二凸台21。
其中，多个第一滑槽31排列成一条或者多条沿第一方向X延伸的直线。多个第二滑槽32排列成一条或者多条沿第二方向Y延伸的直线。换言之，所有的第一滑槽31都相互平行，所有的第二滑槽32都相互平行。
优选的，所有的第一滑槽31排布成一条直线，所有的第二滑槽32排布成另一条直线。第一滑槽31所在直线与第二滑槽32所在直线相垂直且均与连接环30的中心轴相交。如图2、图4所示的实施例中，第一滑槽31为两个且沿径向对称分布，第二滑槽32也为两个且沿径向对称分布。这样一方面能够保证连接结构的稳定性和动力传递的效率传动品质，另一方面可以简化结构，降低安装难度。
在另一些实施例中，多个第一滑槽31、第二滑槽32也可以不采用对称分布的形式。或者，多个第一滑槽31可以排布成相互平行的多排，同样的，多个第二滑槽32也可以排布成相互平行的多排。如图7、图8所示，各排第一滑槽31关于第一对称线对称分布，第一对称线与所在部件的中心轴相交，各排第二滑槽32关于第二对称线对称分布，第二对称线与所在部件的中心轴相交。其中，各排第一滑 槽、第二滑槽均可以沿径向对称分布或者偏心分布。
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 (11)

  1. 一种轮毂驱动器的传动系统，包括法兰轴，以及套设于所述法兰轴的减速器；
    其特征在于，还包括连接环，空套于所述法兰轴外，且沿轴向位于所述减速器和所述法兰轴的法兰之间；
    所述连接环与所述法兰之间通过第一滑槽和插设于所述第一滑槽中的第一凸台连接，所述第一凸台可沿所述第一滑槽滑动；
    所述连接环与所述减速器的输出端之间通过第二滑槽和插设于所述第二滑槽中的第二凸台连接，所述第二凸台可沿所述第二滑槽滑动；
    所述第一滑槽在长度方向沿第一方向延伸，所述第二滑槽在长度方向沿第二方向延伸，所述第一方向、所述第二方向相互垂直。
  2. 如权利要求1所述的传动系统，其特征在于，所述第一滑槽、第二滑槽中，至少一个的长度延伸方向与所在部件的中心轴相交。
  3. 如权利要求1所述的传动系统，其特征在于，所述第一滑槽具有多个，一个所述第一滑槽对一个所述第一凸台；
    多个所述第一滑槽排列成一条或者多条沿所述第一方向延伸的直线。
  4. 如权利要求3所述的传动系统，其特征在于，多个所述第一滑槽关于第一对称线对称分布，所述第一对称线与所在部件的中心轴相交。
  5. 如权利要求1所述的传动系统，其特征在于，所述第二滑槽具有多个，一个所述第二滑槽对一个所述第二凸台；
    多个所述第二滑槽排列成一条或者多条沿所述第二方向延伸的直线。
  6. 如权利要求5所述的传动系统，其特征在于，多个所述第二滑槽关于第二对称线对称分布，所述第二对称线与所在部件的中心轴相交。
  7. 如权利要求1-6中任一项所述的传动系统，其特征在于，所述第一滑槽、第二滑槽设于所述连接环，所述第一凸台设于所述法兰，所述第二凸台设于所述减速器的输出端。
  8. 如权利要求7所述的传动系统，其特征在于，所述第一滑槽、第二滑槽沿轴向贯穿所述连接环。
  9. 如权利要求7所述的传动系统，其特征在于，所述第一滑槽、第二滑槽贯穿所述连接环的径向内侧。
  10. 如权利要求1所述的传动系统，其特征在于，所述减速器为行星减速器，所述行星减速器的行星架作为所述输出端。
  11. 一种轮毂驱动器，其特征在于，包括：轮毂，以及权利要求1-10中任一项所述的传动系统；
    所述法兰轴、减速器以及连接环设于所述轮毂内。
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