WO2018157733A1 - 减速器及使用该减速器的轮边驱动机构和电动车辆 - Google Patents

减速器及使用该减速器的轮边驱动机构和电动车辆 Download PDF

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Publication number
WO2018157733A1
WO2018157733A1 PCT/CN2018/076297 CN2018076297W WO2018157733A1 WO 2018157733 A1 WO2018157733 A1 WO 2018157733A1 CN 2018076297 W CN2018076297 W CN 2018076297W WO 2018157733 A1 WO2018157733 A1 WO 2018157733A1
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WO
WIPO (PCT)
Prior art keywords
ratchet
wheel
parking
housing
motor
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PCT/CN2018/076297
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English (en)
French (fr)
Inventor
白学森
陈慧勇
张晓伟
王印束
马英
左利锋
董伟超
张福星
Original Assignee
郑州宇通客车股份有限公司
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Application filed by 郑州宇通客车股份有限公司 filed Critical 郑州宇通客车股份有限公司
Priority to EP18761010.0A priority Critical patent/EP3591264A4/en
Publication of WO2018157733A1 publication Critical patent/WO2018157733A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • F16H63/3433—Details of latch mechanisms, e.g. for keeping pawls out of engagement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F16H2057/02065—Gearboxes for particular applications for vehicle transmissions for motorcycles or squads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H2059/506—Wheel slip
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein

Definitions

  • the present invention relates to the field of vehicles, and more particularly to a speed reducer and a wheel drive mechanism and an electric vehicle using the same.
  • the wheel drive mechanism is developed in a multi-directional and high-integration direction.
  • wheel-drive mechanisms For electric vehicles with wheel-drive mechanisms, especially passenger cars, many functions need to be achieved by wheel-drive mechanisms such as ABS function and safe parking.
  • the existing electric vehicles do not have a wide range of matching on the wheel drive mechanism for the P gear, that is, the parking gear, and the ABS sensors for speed measurement are mostly mounted on the hub, occupying a large space, and the transmission The strength and weight of the shaft also have a large effect.
  • the speed reducer of the present invention includes a housing and a transmission shaft rotatably mounted on the housing, the transmission shaft including at least an input shaft for driving connection with the wheel motor and an output shaft for driving connection with the hub, either
  • the transmission shaft is provided with a ratchet wheel synchronously rotating therewith.
  • the ratchet wheel has a counting structure, and the counting structure is a continuous concave-convex structure.
  • the housing is provided with an ABS sensor corresponding to the counting structure on the ratchet wheel to detect the wheel speed, and the housing is also active.
  • a parking pawl is provided, and the parking pawl can lock and unlock the ratchet during operation.
  • the ratchet wheel that cooperates with the ABS sensor to detect the wheel speed of the ABS system is also used for parking with the parking pawl, which realizes the integration of the ABS speed measurement and the P gear parking, which not only enriches the function of the speed reducer, Moreover, when it is applied to the wheel drive mechanism, the volume of the wheel drive mechanism can be greatly reduced; in addition, since the ratchet does not participate in the transmission, its structure and size are not affected by the transmission speed ratio, and can be used in various types of electric vehicles. Used on matching.
  • the ratchet when the ratchet is set, the ratchet can rotate the disc-shaped ratchet mounted on the drive shaft.
  • the disc-shaped ratchet can be set with a larger diameter, which not only increases the number of teeth, but also improves the reading accuracy of the ABS sensor, and enables each of the teeth to have a high structural strength, thereby ensuring the safety of parking.
  • the ratchet can be further defined on the output shaft, which not only facilitates integration with other structural components, but also the ratchet directly acts on the hub through the output shaft, and other structures The pieces are not locked.
  • the ratchet can be further defined inside the housing, and the housing can protect the ratchet to prevent other components or external debris from interfering with the ratchet and influences.
  • the parking motor can be further installed on the housing, and the parking motor can drive the parking pawl through the transmission mechanism to realize the ratchet card. Stop and unlock. Driving the parking pawl by the parking motor enables the pawl to have sufficient force to engage and disengage the slot of the ratchet through the transmission ratio setting of the transmission structure.
  • the parking pawl When the parking pawl is driven by the parking motor, the parking pawl can be rotated and assembled on the housing, and the parking pawl is driven by the parking motor to realize the turning action, which simplifies the motor and the parking pawl.
  • the direction of the rotation axis can be arranged in various ways in the space.
  • the rotation axis of the parking pawl is parallel to the axis of the ratchet and the parking pawl and the ratchet are in the same plane. The structure is more compact and takes up less space.
  • the gear teeth whose counting structure is the outer peripheral surface of the ratchet wheel can be further defined, so that the teeth of the ratchet wheel cooperate with the parking pawl and are also used for cooperation with the ABS sensor.
  • the speed measurement further increases the integration and reduces the volume of the reducer.
  • the wheel drive mechanism of the present invention comprises a wheel motor and a speed reducer coupled to the wheel motor, the speed reducer comprising a housing and a drive shaft rotatably mounted on the housing, the drive shaft comprising at least a drive connection with the wheel motor
  • the input shaft and the output shaft for connecting with the hub drive are provided with a ratchet wheel synchronously rotating on the drive shaft.
  • the ratchet wheel has a counting structure, the counting structure is a continuous concave-convex structure, and the housing is mounted with a count on the ratchet
  • the structure is correspondingly arranged to detect the wheel speed of the ABS sensor, and the housing is also provided with a parking pawl, and the parking pawl can lock and unlock the ratchet during the action.
  • the ratchet wheel that cooperates with the ABS sensor to detect the wheel speed of the ABS system is also used for parking with the parking pawl, which realizes the integration of the ABS speed measurement and the P-range parking, enriching the function of the speed reducer,
  • the volume of the wheel drive mechanism is greatly reduced; in addition, since the ratchet does not participate in the transmission, it is not affected by the transmission speed ratio and can be matched and used on various types of electric vehicles.
  • the ratchet when the ratchet is set, the ratchet can rotate the disc-shaped ratchet mounted on the drive shaft.
  • the disc-shaped ratchet can be set with a larger diameter, which not only increases the number of teeth, but also improves the reading accuracy of the ABS sensor, and enables each of the teeth to have a high structural strength, thereby ensuring the safety of parking.
  • the ratchet can be further defined on the output shaft, which not only facilitates integration with other structural components, but also the ratchet directly acts on the hub through the output shaft, and other structures The pieces are not locked.
  • the ratchet can be further defined inside the housing, and the housing can protect the ratchet to prevent other components or external debris from interfering with the ratchet and influences.
  • the parking motor can be further installed on the housing, and the parking motor can drive the parking pawl through the transmission mechanism to realize the ratchet card. Stop and unlock. Driving the parking pawl by the parking motor enables the pawl to have sufficient force to engage and disengage the slot of the ratchet through the transmission ratio setting of the transmission structure.
  • the parking pawl When the parking pawl is driven by the parking motor, the parking pawl can be rotated and assembled on the housing, and the parking pawl is driven by the parking motor to realize the turning action, which simplifies the motor and the parking pawl.
  • the direction of the rotation axis can be arranged in various ways in the space.
  • the rotation axis of the parking pawl is parallel to the axis of the ratchet and the parking pawl and the ratchet are in the same plane. The structure is more compact and takes up less space.
  • the gear teeth whose counting structure is the outer peripheral surface of the ratchet wheel can be further defined, so that the teeth of the ratchet wheel cooperate with the parking pawl and are also used for cooperation with the ABS sensor.
  • the speed measurement further increases the integration and reduces the volume of the reducer.
  • the electric vehicle of the present invention comprises a frame on which a hub and a wheel drive mechanism for driving the rotation of the hub are mounted.
  • the wheel drive mechanism comprises a wheel motor and a speed reducer connected to the wheel motor, and the reducer comprises a housing and Rotating a transmission shaft mounted on the housing, the transmission shaft includes at least an input shaft for driving connection with the wheel motor and an output shaft for driving connection with the hub, and any one of the transmission shafts is provided with a ratchet that rotates synchronously with the ratchet
  • the utility model has a counting structure, the counting structure is a continuous concave-convex structure, and the housing is provided with an ABS sensor corresponding to the counting structure on the ratchet to detect the rotation speed of the wheel, and the parking pawl is also arranged on the housing, and the parking pawl can Engage and unlock the ratchet during the action.
  • the ratchet wheel that cooperates with the ABS sensor to detect the wheel speed of the ABS system is simultaneously used for parking with the parking pawl, thereby realizing the integration of the ABS speed measurement and the P-range parking, enriching the function of the speed reducer, and
  • the size of the wheel drive mechanism is also greatly reduced, and the performance of the vehicle is optimized; in addition, since the ratchet does not participate in the transmission, it is not affected by the transmission speed ratio and can be matched and used on various types of electric vehicles.
  • the ratchet when the ratchet is set, the ratchet can rotate the disc-shaped ratchet mounted on the drive shaft.
  • the disc-shaped ratchet can be set with a larger diameter, which not only increases the number of teeth, but also improves the reading accuracy of the ABS sensor, and enables each of the teeth to have a high structural strength, thereby ensuring the safety of parking.
  • the ratchet can be further defined on the output shaft, which not only facilitates integration with other structural components, but also the ratchet directly acts on the hub through the output shaft, and other structures The pieces are not locked.
  • the ratchet can be further defined inside the housing, and the housing can protect the ratchet to prevent other components or external debris from interfering with the ratchet and influences.
  • the parking motor can be further installed on the housing, and the parking motor can drive the parking pawl through the transmission mechanism to realize the ratchet card. Stop and unlock. Driving the parking pawl by the parking motor enables the pawl to have sufficient force to engage and disengage the slot of the ratchet through the transmission ratio setting of the transmission structure.
  • the parking pawl When the parking pawl is driven by the parking motor, the parking pawl can be rotated and assembled on the housing, and the parking pawl is driven by the parking motor to realize the turning action, which simplifies the motor and the parking pawl.
  • the direction of the rotation axis can be arranged in various ways in the space.
  • the rotation axis of the parking pawl is parallel to the axis of the ratchet and the parking pawl and the ratchet are in the same plane. The structure is more compact and takes up less space.
  • the gear teeth whose counting structure is the outer peripheral surface of the ratchet wheel can be further defined, so that the teeth of the ratchet wheel cooperate with the parking pawl and are also used for cooperation with the ABS sensor.
  • the speed measurement further increases the integration and reduces the volume of the reducer.
  • Figure 1 is a perspective view of an embodiment of a speed reducer of the present invention
  • Figure 2 is a schematic diagram of the ABS sensor integrated with the parking pawl on the ratchet
  • FIG 3 is a schematic view of another embodiment in which an ABS sensor and a parking pawl are integrated into a ratchet.
  • ABS sensor 2. Parking pawl; 3. Ratchet; 4. Parking motor; 5. Reducer housing; 6. Output shaft; 7. Counting hole.
  • the electric vehicle of the present invention comprises a frame and a hub mounted on the frame.
  • the frame is mounted with a wheel drive mechanism, and the wheel drive mechanism drives the hub to rotate to drive the vehicle.
  • the wheel drive mechanism comprises a wheel motor (not shown) and a speed reducer connected to the wheel motor.
  • the structure of the reducer is as shown in FIGS. 1 and 2, and includes a reducer housing 5, and a transmission shaft is rotatably mounted on the reducer housing 5, and the transmission shaft includes an input shaft that is drivingly connected to the output shaft of the wheel motor and is driven by the hub.
  • the connected output shaft 6, the input shaft and the output shaft are decelerated by a reduction gear set.
  • the reduction gear set may be a pair of directly meshing gears disposed on the input shaft and the output shaft.
  • it may also include an intermediate transmission shaft that is rotatably mounted on the housing and is not limited to one.
  • the intermediate transmission shafts are respectively arranged with the transition gears in parallel.
  • the transition gears are meshed with the gears on the input shaft and the output shaft, respectively.
  • the speed reducer is provided on its output shaft 6 with a ratchet wheel 3 that rotates in synchronization therewith.
  • the ratchet wheel 3 is located inside the reducer housing 5 and is protected by the reducer housing.
  • the outer peripheral wheel of the ratchet wheel 3 is mounted on the reducer housing 5.
  • the ABS sensor 1 corresponding to the tooth, when the ratchet wheel 3 rotates with the output shaft 6, the ABS sensor detects the rotational speed of the wheel, that is, the rotational speed of the wheel, by reading the teeth of the outer circumference of the ratchet, and transmits it to the ABS controller to implement the ABS function.
  • a parking motor 4 is mounted on the reducer housing 5, and the inside of the reducer housing 5 is rotatably fitted with a parking pawl 2, and the rotation axis of the parking pawl 2 is parallel to the rotation axis of the ratchet 3, and the parking ratchet
  • the claw and the ratchet co-locate in a plane, and the parking motor directly or indirectly drives the parking pawl to rotate to realize the locking and unlocking of the parking pawl and the ratchet.
  • the parking motor 4 drives the parking pawl to rotate by the transmission structure, the claw portion of the parking pawl can be engaged with the tooth groove of the ratchet and the ratchet is locked, thereby locking the wheel hub and realizing parking.
  • the parking motor preferably uses an electric motor, and the electric motor is connected with a terminal, and is connected to the controller through the terminal.
  • the ratchet adopts a ratchet with a multi-tooth number and a reading function.
  • the ABS sensor uses a sensor that is resistant to high temperature and is not affected by oil impurities, so that the speed measurement accuracy can reach (1/80) or more.
  • it is required to check whether the slope is less than 32% on the uphill or downhill slope when the design is carried out, and the vehicle is safely stopped when the vehicle speed is less than 2km/h. If the vehicle speed exceeds 5Km/h The parking pawl is not allowed to lock.
  • the ratchet teeth can not only be safely parked with the parking pawl, but also cooperate with the ABS sensor to realize the wheel speed detection, and realize the integrated design of the ABS function and the safe parking. , reducing the volume of the wheel drive mechanism.
  • the teeth of the ratchet can be used only for parking with the parking pawl, and a continuous concave-convex structure of a modular setting such as a counting tooth or a counting hole or a counting groove can be provided on the end surface of the ratchet.
  • the counting structure and the ABS sensor cooperate to realize the detection of the wheel speed of the ABS sensor
  • the detecting head of the ABS sensor needs to be opposite to the ratchet end face, and the structure shown in FIG. 3 is to set the counting hole 7 at the ratchet end surface as Counting the structure; or when the reading requirement is significantly different from the parking safety requirement, two turns of the teeth may be arranged side by side in the axial direction of the ratchet, and the number of teeth of the two teeth and the diameter of the circle may be the same.
  • the two-turn teeth correspond to the parking pawl and the ABS sensor, respectively, and are used for parking and speed measurement, respectively.
  • the present invention also provides embodiments of the following electric vehicles that differ from the above-described embodiments in that the setting positions of the ratchets are different, of course, because the change in the position of the ratchet causes the position of the ABS sensor to also change accordingly.
  • the ratchet can be placed on the input shaft within the housing or, in the presence of the intermediate drive shaft, the ratchet can be placed on the intermediate drive shaft within the housing. Since the speed of each drive shaft is gradually reduced and the torque is gradually increased from the input shaft to the output shaft, it is easier to realize the accuracy of the parking pawl and ratchet when the ratchet is set on the lower speed drive shaft.
  • the transmission gear wheel diameter on the drive shaft closer to the end of the transmission path is larger, and there is a larger distance between adjacent transmission shafts, enabling the ratchet wheel disposed thereon
  • the larger diameter can also make the number of teeth on the teeth more, and the accuracy of the ABS sensor can be improved, and the gear teeth can have higher structural strength.
  • the closer the position of the ratchet is to the end of the transmission path the shorter the force transmission path of the locking force, the less the force-carrying member, and the lower the strength requirement of the member.
  • the ratchet is disposed on the output shaft, and the locking force of the parking pawl is directly transmitted to the hub through the output shaft, and the input shaft, the intermediate transmission shaft and the gears thereon are no longer subjected to force.
  • the ratchet may be a disc-shaped ratchet or a gear formed by machining the teeth directly on the drive shaft, i.e., one of the drive shafts is a gear shaft. Then, preferably, the ratchet adopts a disc-shaped ratchet, so that the ratchet has a larger wheel diameter, so that the ratchet has more teeth and improves the accuracy of the ABS speed measurement.
  • the rotation axis thereof may also be perpendicular to the rotation axis of the ratchet. Even the parking pawl may be guided and assembled in the reducer housing, and realized by a linear motion.
  • the locking and unlocking of the ratchet wheel may be performed by driving the parking pawl, or may be a linear motor, an electromagnet, a telescopic cylinder or the like.
  • the electric vehicle of the invention integrates the ABS speed measuring function and the P-range parking on the speed reducer, thereby improving the integration degree of the speed reducer, reducing the volume of the wheel-side driving mechanism, and having a large variety of performances for the vehicle. Help and improve.
  • the present invention also provides an embodiment of the wheel drive mechanism and the reducer, respectively, since the specific structure of the two has been described in the above-described electric vehicle embodiment, and details are not described herein again.

Abstract

一种减速器及使用该减速器的轮边驱动机构和电动车辆，其中电动车辆的轮边驱动机构包括轮边电机和与轮边电机传动连接的减速器，减速器的任意一个传动轴上设有与其同步转动的棘轮（3），棘轮（3）上具有计数结构，壳体（5）上安装有与棘轮（3）上的计数结构对应设置以检测车轮转速的ABS传感器（1），壳体（5）上还活动设置有驻车棘爪（2），驻车棘爪（2）能够在动作时卡止和解锁棘轮（3）。这样将与ABS传感器（1）配合实现ABS系统对车轮转速的进行检测的棘轮（3）同时用于与驻车棘爪（2）配合实现驻车，实现了ABS测速与P档驻车的集成，丰富了减速器的功能，也减小了轮边驱动机构的体积，优化了车辆的性能，棘轮不参与传动，其不受传动速比的影响，能够在各类电动车辆上匹配使用。

Description

减速器及使用该减速器的轮边驱动机构和电动车辆 技术领域
本发明涉及车辆领域，尤其涉及减速器及使用该减速器的轮边驱动机构和电动车辆。
背景技术
随着油气资源的不断匮乏，绿色能源的电动车辆得到迅速的发展，而随着电机技术的不断成熟，采用轮边驱动以及轮毂驱动的电动汽车得到越来越多的应用。为了提升和优化电动车辆的各种性能，轮边驱动机构多向体积小、集成度高的方向发展。
对于采用轮边驱动机构的电动车辆尤其是客车来讲，很多功能都需要通过轮边驱动机构来实现，例如ABS功能以及安全驻车。然而，现有的电动车辆针对P档也就是驻车档并没有在轮边驱动机构上进行大范围的匹配，而且用于测速的ABS传感器大多安装在轮毂上，占用较大的空间，对传动轴的强度以及重量也有很大的影响。
发明内容
本发明的目的在于提供一种适用于轮边驱动机构的减速器，以减小轮边驱动机构的体积并提高其集成度；同时，本发明还提供了一种使用该种减速器的轮边驱动机构及电动车辆。
具体地，本发明的减速器包括壳体以及转动安装在壳体上的传动轴，传动轴至少包括用于与轮边电机传动连接的输入轴和用于与轮毂传动连接的输出轴，任意一个传动轴上设有与其同步转动的棘轮，棘轮上具有计数结构，计数结构为连续凹凸结构，壳体上安装有与棘轮上的计数结构对应设置以检测车轮转速的ABS传感器，壳体上还活动设置有驻车棘爪，驻车棘爪能够在动作时卡止和解锁棘轮。这样将与ABS传感器配合实现ABS系统对车轮转速的进行检测的棘轮同时用于与驻车棘爪配合实现驻车，实现了ABS测速与P档驻车的集成，不仅丰富了减速器的功能，而且在其应用于轮边驱动机构上时，也可大大减小轮边驱动机构的体积；此外，由于棘轮不参与传动，其结构和尺寸不受传动速比的影响，能够在 各类电动车辆上匹配使用。
具体地在设置棘轮时，棘轮可以为止转安装在传动轴上的盘形棘轮。盘形棘轮可以设置较大的直径，这样不仅增多了齿数，提高了ABS传感器的读齿精度，而且能够使各个轮齿具有较高的结构强度，保证了驻车的安全性。
在上述两种减速器的技术方案任一种的基础上，还可以进一步限定棘轮设置在输出轴上，不仅便于与其他结构部件之间的集成，而且棘轮通过输出轴直接作用于轮毂，其他结构件不受锁止力。
在上述三种减速器的技术方案任一种的基础上，还可以进一步限定所述棘轮位于壳体内部，壳体能够对棘轮起到保护作用，避免其他部件或者外部杂物对棘轮造成干涉和影响。
在上述四种减速器的技术方案任一种的基础上，还可以进一步的优化而在壳体上安装有驻车马达，驻车马达可通过传动机构带动驻车棘爪动作从而实现棘轮的卡止和解锁。通过驻车马达带动驻车棘爪能够通过传动结构的传动比的设置使棘爪具有足够的力卡入和脱出棘轮的齿槽。
当采用驻车马达带动驻车棘爪动作时，可以使驻车棘爪转动装配在壳体上，通过驻车马达带动驻车棘爪实现转动动作较为方便，简化了马达与驻车棘爪之间的传动结构。当然，驻车棘爪转动装配时，其转动轴线的方向可以在空间中有多种设置方式，当驻车棘爪的转动轴线与棘轮的轴线平行，且驻车棘爪与棘轮处于同一平面时，结构更加紧凑，占用空间较小。
在以上给出的减速器的多个技术方案的基础上，可以进一步限定计数结构为棘轮外周面的轮齿，这样将棘轮的轮齿与驻车棘爪配合的同时还用于与ABS传感器配合测速，进一步提高了集成度，减小了减速器的体积。
本发明的轮边驱动机构包括轮边电机和与轮边电机传动连接的减速器，减速器包括壳体以及转动安装在壳体上的传动轴，传动轴至少包括用于与轮边电机传动连接的输入轴和用于与轮毂传动连接的输出轴，任意一个传动轴上设有与其同步转动的棘轮，棘轮上具有计数结构，计数结构为连续凹凸结构，壳体上安装有与棘轮上的计数结构对应设置以检测车轮转速的ABS传感器，壳体上还活动设置有驻车棘爪，驻车棘爪能够在动作时卡止和解锁棘轮。这样将与ABS传感器配合实现ABS系统对车轮转速的进行检测的棘轮同时用于与驻车棘爪配合实现 驻车，实现了ABS测速与P档驻车的集成，丰富了减速器的功能，也大大减小了轮边驱动机构的体积；此外，由于棘轮不参与传动，其不受传动速比的影响，能够在各类电动车辆上匹配使用。
具体地在设置棘轮时，棘轮可以为止转安装在传动轴上的盘形棘轮。盘形棘轮可以设置较大的直径，这样不仅增多了齿数，提高了ABS传感器的读齿精度，而且能够使各个轮齿具有较高的结构强度，保证了驻车的安全性。
在上述两种减速器的技术方案任一种的基础上，还可以进一步限定棘轮设置在输出轴上，不仅便于与其他结构部件之间的集成，而且棘轮通过输出轴直接作用于轮毂，其他结构件不受锁止力。
在上述三种减速器的技术方案任一种的基础上，还可以进一步限定所述棘轮位于壳体内部，壳体能够对棘轮起到保护作用，避免其他部件或者外部杂物对棘轮造成干涉和影响。
在上述四种减速器的技术方案任一种的基础上，还可以进一步的优化而在壳体上安装有驻车马达，驻车马达可通过传动机构带动驻车棘爪动作从而实现棘轮的卡止和解锁。通过驻车马达带动驻车棘爪能够通过传动结构的传动比的设置使棘爪具有足够的力卡入和脱出棘轮的齿槽。
当采用驻车马达带动驻车棘爪动作时，可以使驻车棘爪转动装配在壳体上，通过驻车马达带动驻车棘爪实现转动动作较为方便，简化了马达与驻车棘爪之间的传动结构。当然，驻车棘爪转动装配时，其转动轴线的方向可以在空间中有多种设置方式，当驻车棘爪的转动轴线与棘轮的轴线平行，且驻车棘爪与棘轮处于同一平面时，结构更加紧凑，占用空间较小。
在以上给出的减速器的多个技术方案的基础上，可以进一步限定计数结构为棘轮外周面的轮齿，这样将棘轮的轮齿与驻车棘爪配合的同时还用于与ABS传感器配合测速，进一步提高了集成度，减小了减速器的体积。
本发明的电动车辆包括车架，车架上安装有轮毂以及驱动轮毂转动的轮边驱动机构，轮边驱动机构包括轮边电机和与轮边电机传动连接的减速器，减速器包括壳体以及转动安装在壳体上的传动轴，传动轴至少包括用于与轮边电机传动连接的输入轴和用于与轮毂传动连接的输出轴，任意一个传动轴上设有与其同步转动的棘轮，棘轮上具有计数结构，计数结构为连续凹凸结构，壳体上安装有与棘 轮上的计数结构对应设置以检测车轮转速的ABS传感器，壳体上还活动设置有驻车棘爪，驻车棘爪能够在动作时卡止和解锁棘轮。这样将与ABS传感器配合实现ABS系统对车轮转速的进行检测的棘轮同时用于与驻车棘爪配合实现驻车，实现了ABS测速与P档驻车的集成，丰富了减速器的功能，而且也大大减小轮边驱动机构的体积，优化了车辆的性能；此外，由于棘轮不参与传动，其不受传动速比的影响，能够在各类电动车辆上匹配使用。
具体地在设置棘轮时，棘轮可以为止转安装在传动轴上的盘形棘轮。盘形棘轮可以设置较大的直径，这样不仅增多了齿数，提高了ABS传感器的读齿精度，而且能够使各个轮齿具有较高的结构强度，保证了驻车的安全性。
在上述两种减速器的技术方案任一种的基础上，还可以进一步限定棘轮设置在输出轴上，不仅便于与其他结构部件之间的集成，而且棘轮通过输出轴直接作用于轮毂，其他结构件不受锁止力。
在上述三种减速器的技术方案任一种的基础上，还可以进一步限定所述棘轮位于壳体内部，壳体能够对棘轮起到保护作用，避免其他部件或者外部杂物对棘轮造成干涉和影响。
在上述四种减速器的技术方案任一种的基础上，还可以进一步的优化而在壳体上安装有驻车马达，驻车马达可通过传动机构带动驻车棘爪动作从而实现棘轮的卡止和解锁。通过驻车马达带动驻车棘爪能够通过传动结构的传动比的设置使棘爪具有足够的力卡入和脱出棘轮的齿槽。
当采用驻车马达带动驻车棘爪动作时，可以使驻车棘爪转动装配在壳体上，通过驻车马达带动驻车棘爪实现转动动作较为方便，简化了马达与驻车棘爪之间的传动结构。当然，驻车棘爪转动装配时，其转动轴线的方向可以在空间中有多种设置方式，当驻车棘爪的转动轴线与棘轮的轴线平行，且驻车棘爪与棘轮处于同一平面时，结构更加紧凑，占用空间较小。
在以上给出的减速器的多个技术方案的基础上，可以进一步限定计数结构为棘轮外周面的轮齿，这样将棘轮的轮齿与驻车棘爪配合的同时还用于与ABS传感器配合测速，进一步提高了集成度，减小了减速器的体积。
附图说明
图1为本发明的减速器的一种实施例的立体图；
图2为ABS传感器与驻车棘爪集成于棘轮的原理图；
图3为另一种实施例中ABS传感器与驻车棘爪集成于棘轮的示意图。
图中：1.ABS传感器；2.驻车棘爪；3.棘轮；4.驻车马达；5.减速器壳体；6.输出轴；7.计数孔。
具体实施方式
下面结合附图对本发明的实施方式作进一步说明。
本发明的电动车辆包括车架以及安装在车架上的轮毂，车架上安装有轮边驱动机构，轮边驱动机构带动轮毂转动从而驱动车辆行驶。其中，轮边驱动机构包括轮边电机(未在图中显示)和与轮边电机传动连接的减速器。减速器的结构如图1～2所示，包括减速器壳体5，减速器壳体5上转动安装有传动轴，传动轴包括与轮边电机的输出轴传动连接的输入轴以及与轮毂传动连接的输出轴6，输入轴与输出轴通过减速齿轮组实现减速。减速齿轮组可以为设置在输入轴和输出轴上的一对直接啮合的齿轮，当然，也可以包括转动装配在壳体上的不限于一个的中间传动轴，中间传动轴上分别并列设置过渡齿轮，过渡齿轮分别与输入轴和输出轴上的齿轮啮合传动。
减速器在其输出轴6上设有与其同步转动的棘轮3，棘轮3位于减速器壳体5的内部并被减速器壳体所保护，减速器壳体5上安装有与棘轮3的外周轮齿所对应设置的ABS传感器1，在棘轮3随输出轴6转动时，ABS传感器通过读取棘轮外周的轮齿检测轮毂也就是车轮的转速，并传递给ABS控制器实现ABS功能。
减速器壳体5上安装有驻车马达4，减速器壳体5的内部转动装配有驻车棘爪2，驻车棘爪2的转动轴线与棘轮3的转动轴线相平行，且驻车棘爪与棘轮共处一个平面，驻车马达直接或者间接驱动驻车棘爪转动从而实现驻车棘爪与棘轮的卡止和解锁。这样在驻车马达4通过传动结构带动驻车棘爪转动时，驻车棘爪的爪部能够卡入棘轮的齿槽并对棘轮进行卡止，从而对轮毂锁止，实现驻车。当然，为了保证驻车响应速度，方便结构设计，驻车马达优选采用电动马达，电动马达连接有接线端子，通过接线端子与控制器连接即可。
为了优化ABS传感器的测速功能，棘轮选用多齿数的、具备读齿功能的棘轮，ABS传感器选用耐高温不受油品杂质影响的传感器，这样测速精度可达到(1/80)转以上。此外，为保证P档驻车的安全可靠，在进行设计时，要求校核在上坡或 下坡坡度小于32％，而且车速小于2km/h时保证车辆安全停住，如果车速超过5Km/h则不允许驻车棘爪锁止。在1/3坡路上，解除P挡时，需验证能否顺利实现驻车棘爪与棘轮脱离。关于棘轮的设计，需通过ABS传感器技术协议中对齿形的要求修正齿轮的齿数、齿距、齿槽宽、转换比、尺长、齿高、齿顶跳动误差等关键参数，保障ABS传感器在运行时监测可靠有效。
以上提供的实施方式中，棘轮的轮齿不仅可与驻车棘爪卡止实现安全驻车，还作为计数结构与ABS传感器配合实现轮速检测，实现了ABS功能与安全驻车的集成化设计，减小了轮边驱动机构的体积。当然，在其他实施方式中，棘轮的轮齿可以仅用于与驻车棘爪卡止实现驻车，可在棘轮的端面设置计数齿或计数孔或计数槽等模数式设置的连续凹凸结构作为计数结构与ABS传感器配合实现ABS传感器对轮速的检测，相应地，此时ABS传感器的检测头需要与棘轮端面相对，如图3所示的结构，即为在棘轮端面设置计数孔7作为计数结构的情况；或者在读齿要求与驻车安全要求有较大区别时，可在棘轮的外周面轴向并列设置两圈轮齿，两圈轮齿的齿数和所在圆的直径可以相同，也可以不同，两圈轮齿分别对应于驻车棘爪和ABS传感器，并分别用于实现驻车和测速。
本发明还提供了以下几种电动车辆的实施例，其与上述的实施方式的区别在于，棘轮的设置位置不同，当然，因为棘轮位置的变化将导致ABS传感器的位置也相应的变化。例如，可将棘轮设置在壳体内的输入轴上，或者在存在中间传动轴的情况下，可将棘轮设置在壳体内的中间传动轴上。由于从输入轴到输出轴的传动路径上，各个传动轴的转速逐渐降低，转矩逐渐增大，将棘轮设置在转速较低的传动轴上时，更容易实现驻车棘爪与棘轮的准确啮合，保证驻车安全，而且，距离传动路径末端较近的传动轴上的传动齿轮轮径较大，距离相邻的传动轴之间具有较大的间距，能够使得设置在其上的棘轮轮径较大，也能够使得其上的轮齿齿数较多，在提高ABS传感器的测速精准度的同时，能够使各个轮齿具有较高的结构强度。此外，棘轮设置的位置越靠近传动路径的末端，其锁止力的传力路径就越短，受力的构件就越少，也降低了构件的强度要求。例如上述实施例中将棘轮设置在输出轴上，驻车棘爪的锁止力直接通过输出轴传递给轮毂，输入轴、中间传动轴以及其上的齿轮将不再受力。
不考虑棘轮的设置位置，棘轮可以采用盘形棘轮或者为直接在传动轴上加工 轮齿所形成的齿轮，即其中一个传动轴为齿轮轴。那么，优选地，棘轮采用盘形棘轮，这样使得棘轮具有较大的轮径，使棘轮具有较多的齿数，提高ABS测速的精度。
在驻车棘爪采用转动装配的方式设置在减速器壳体内时，其转动轴线也可以与棘轮的转动轴线垂直，甚至，驻车棘爪也可以导向装配在减速器壳体内，通过直线动作实现与棘轮的卡止和解锁，此时，驱动驻车棘爪动作的可以为马达，也可以为直线电机、电磁铁和伸缩缸等。
本发明的电动车辆通过将ABS测速功能和P档驻车都集成在减速器上，提高了减速器的集成度，减小了轮边驱动机构的体积，对于车辆的多种性能都有较大帮助和提升。
本发明还分别提供了轮边驱动机构和减速器的实施例，由于两者的具体结构已在上述的电动车辆实施方式中进行描述，此处不再赘述。

Claims (27)

  1. 减速器，包括壳体以及转动安装在壳体上的传动轴，传动轴至少包括用于与轮边电机传动连接的输入轴和用于与轮毂传动连接的输出轴，其特征是，任意一个传动轴上设有与其同步转动的棘轮，棘轮上具有计数结构，计数结构为连续凹凸结构，壳体上安装有与棘轮上的计数结构对应设置以检测车轮转速的ABS传感器，壳体上还活动设置有驻车棘爪，驻车棘爪能够在动作时卡止和解锁棘轮。
  2. 根据权利要求1所述的减速器，其特征是，所述棘轮为止转安装在对应传动轴上的盘形棘轮。
  3. 根据权利要求1或2所述的减速器，其特征是，棘轮设置在所述输出轴上。
  4. 根据权利要求1或2所述的减速器，其特征是，所述棘轮位于壳体内部。
  5. 根据权利要求1或2所述的减速器，其特征是，壳体上安装有驻车马达，驻车马达可通过传动机构带动驻车棘爪动作从而实现棘轮的卡止和解锁。
  6. 根据权利要求5所述的减速器，其特征是，驻车马达为电动马达。
  7. 根据权利要求5所述的减速器，其特征是，驻车棘爪转动装配在壳体上。
  8. 根据权利要求7所述的减速器，其特征是，驻车棘爪的转动轴线与棘轮的轴线平行，且驻车棘爪与棘轮处于同一平面。
  9. 根据权利要求1或2所述的减速器，其特征是，所述计数结构为棘轮外周面的轮齿。
  10. 轮边驱动机构，包括轮边电机和与轮边电机传动连接的减速器，减速器包括壳体以及转动安装在壳体上的传动轴，传动轴至少包括用于与轮边电机传动连接的输入轴和用于与轮毂传动连接的输出轴，其特征是，任意一个传动轴上设有与其同步转动的棘轮，棘轮上具有计数结构，计数结构为连续凹凸结构，壳体上安装有与棘轮上的计数结构对应设置以检测车轮转速的ABS传感器，壳体上还活动设置有驻车棘爪，驻车棘爪能够在动作时卡止和解锁棘轮。
  11. 根据权利要求10所述的轮边驱动机构，其特征是，所述棘轮为止转安装在对应传动轴上的盘形棘轮。
  12. 根据权利要求10或11所述的轮边驱动机构，其特征是，棘轮设置在所述输 出轴上。
  13. 根据权利要求10或11所述的轮边驱动机构，其特征是，所述棘轮位于壳体内部。
  14. 根据权利要求10或11所述的轮边驱动机构，其特征是，壳体上安装有驻车马达，驻车马达可通过传动机构带动驻车棘爪动作从而实现棘轮的卡止和解锁。
  15. 根据权利要求14所述的轮边驱动机构，其特征是，驻车马达为电动马达。
  16. 根据权利要求14所述的轮边驱动机构，其特征是，驻车棘爪转动装配在壳体上。
  17. 根据权利要求16所述的轮边驱动机构，其特征是，驻车棘爪的转动轴线与棘轮的轴线平行。
  18. 根据权利要求10或11所述的轮边驱动机构，其特征是，所述计数结构为棘轮外周面的轮齿。
  19. 电动车辆，包括车架，车架上安装有轮毂以及驱动轮毂转动的轮边驱动机构，轮边驱动机构包括轮边电机和与轮边电机传动连接的减速器，减速器包括壳体以及转动安装在壳体上的传动轴，传动轴至少包括用于与轮边电机传动连接的输入轴和用于与轮毂传动连接的输出轴，其特征是，任意一个传动轴上设有与其同步转动的棘轮，棘轮上具有计数结构，计数结构为连续凹凸结构，壳体上安装有与棘轮上的计数结构对应设置以检测车轮转速的ABS传感器，壳体上还活动设置有驻车棘爪，驻车棘爪能够在动作时卡止和解锁棘轮。
  20. 根据权利要求19所述的电动车辆，其特征是，所述棘轮为止转安装在对应传动轴上的盘形棘轮。
  21. 根据权利要求19或20所述的电动车辆，其特征是，棘轮设置在所述输出轴上。
  22. 根据权利要求19或20所述的电动车辆，其特征是，所述棘轮位于壳体内部。
  23. 根据权利要求19或20所述的电动车辆，其特征是，壳体上安装有驻车马达，驻车马达可通过传动机构带动驻车棘爪动作从而实现棘轮的卡止和解锁。
  24. 根据权利要求23所述的电动车辆，其特征是，驻车马达为电动马达。
  25. 根据权利要求23所述的电动车辆，其特征是，驻车棘爪转动装配在壳体上。
  26. 根据权利要求25所述的电动车辆，其特征是，驻车棘爪的转动轴线与棘轮的轴线平行。
  27. 根据权利要求19或20所述的电动车辆，其特征是，所述计数结构为棘轮外周面的轮齿。
PCT/CN2018/076297 2017-02-28 2018-02-11 减速器及使用该减速器的轮边驱动机构和电动车辆 WO2018157733A1 (zh)

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