WO2023093890A1 - 轮边减速器系统和车辆 - Google Patents

轮边减速器系统和车辆 Download PDF

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Publication number
WO2023093890A1
WO2023093890A1 PCT/CN2022/134784 CN2022134784W WO2023093890A1 WO 2023093890 A1 WO2023093890 A1 WO 2023093890A1 CN 2022134784 W CN2022134784 W CN 2022134784W WO 2023093890 A1 WO2023093890 A1 WO 2023093890A1
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WIPO (PCT)
Prior art keywords
wheel
shaft
reducer system
input
gear
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PCT/CN2022/134784
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English (en)
French (fr)
Inventor
吴昌佳
廖银生
赵高明
张丰
王强
Original Assignee
比亚迪股份有限公司
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to KR1020247009535A priority Critical patent/KR20240050395A/ko
Publication of WO2023093890A1 publication Critical patent/WO2023093890A1/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
    • 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
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/18—Steering knuckles; King pins

Definitions

  • the present disclosure relates to the technical field of reducers, in particular to a wheel-side reducer system and a vehicle.
  • the transmission gears in the reducer are arranged in a diamond shape to improve the transmission stability of the reducer.
  • this will not only complicate the structural design of the reducer and increase the production difficulty of the reducer, but also increase the size of the reducer, thereby affecting the design and assembly of structures near the reducer and reducing the integration of the vehicle.
  • an object of the present disclosure is to provide a wheel-side reducer system, which has a high degree of integration and relatively simple production.
  • Another object of the present disclosure is to provide a vehicle in which the wheel speed reducer system is installed.
  • the wheel speed reducer system includes: a housing, a reduction assembly and a steering knuckle, the housing includes a front housing and a rear housing, and the front housing and the rear housing are oppositely arranged and jointly An accommodating space is defined; the deceleration assembly is arranged in the accommodating space; the steering knuckle is integrally formed on the front shell.
  • the steering knuckle is integrally formed on the front shell, which not only simplifies the production process of the shell, improves the production efficiency, but also makes the connection between the steering knuckle and the front shell more efficient. Reliable, improve the performance of the steering knuckle.
  • integrating the steering knuckle on the front shell can also improve the integration of the wheel reducer system and reduce the volume of the wheel reducer system, thereby simplifying the design and assembly process of the vehicle.
  • the integration of the steering knuckle and the front housing also reduces the entire wheelbase and reduces the turning radius.
  • the steering knuckle includes a steering body and a plurality of installation parts, the plurality of installation parts are arranged at the edge of the steering body, and the steering body is integrally formed on the front surface of the front shell.
  • the front shell is provided with a first input hole matched with the deceleration assembly
  • the steering body is provided with a second input hole, the second input hole is opposite to the first input hole It is provided that the steering body is further provided with an escape space surrounding the second input hole.
  • the reduction assembly includes an input shaft, a first countershaft, a second countershaft, and an output shaft.
  • An input gear is arranged on the input shaft, a first intermediate gear is arranged on the first intermediate shaft, and the first intermediate gear meshes with the input gear.
  • a second intermediate gear is arranged on the second intermediate shaft, and the second intermediate gear meshes with the input gear.
  • An output gear is provided on the output shaft, and the output gear meshes with the first intermediate gear and the second intermediate gear respectively, wherein the center line of the input gear and the center line of the first intermediate gear , the centerline of the output gear and the orthographic projection of the centerline of the first intermediate gear are sequentially connected to form a non-rhombic quadrilateral.
  • the first intermediate gear and the second intermediate gear are two gears with the same module and different numbers of teeth.
  • the wheel reducer system further includes a transmission shaft, the reduction assembly includes an input shaft, and the transmission shaft and the input shaft are connected by fasteners to limit the transmission in the axial direction. shaft with the input shaft.
  • the input shaft is provided with a mounting hole, and the transmission shaft is disposed in the mounting hole; a stepped portion is formed on the inner wall of the mounting hole, and an internal threaded hole is formed on the transmission shaft , the fastener is a bolt, and the bolt abuts against the transmission shaft and is connected in the internally threaded hole.
  • the transmission shaft and the input shaft are also splined
  • the transmission shaft is provided with an external spline
  • the input shaft is provided with a mounting hole and an internal spline is provided in the mounting hole, the end of the transmission shaft extends into the mounting hole and the external spline Keys cooperate with said internal splines.
  • it further includes: a waterproof sealing ring, the waterproof sealing ring is disposed in the installation hole and sleeved on the input shaft, and the waterproof sealing ring is located on the outer side of the external spline.
  • it also includes: a hub bearing, the hub bearing is arranged in the rear shell and sleeved on the output shaft, and the rear shell is also provided with an axial limit fit with the hub bearing limit pieces.
  • the wheel-side reducer system further includes a flange, the flange is fixedly connected to the output shaft, and the wheel shaft bearing is press-fitted in the flange.
  • the output gear is integrally formed on the output shaft.
  • the vehicle according to the embodiment of the second aspect of the present disclosure includes the wheel speed reducer system according to the embodiment of the first aspect of the present disclosure.
  • the steering knuckle is integrally formed on the front shell by being provided with the above-mentioned wheel reducer system, which not only simplifies the production process of the shell, improves the production efficiency, but also improves the connection between the steering knuckle and the front shell.
  • the reliability of the connection between the front shells improves the performance of the steering knuckle.
  • the integration degree of the wheel-side reducer system is also improved, and the volume of the wheel-side reducer system is reduced, thereby making the design and assembly of the vehicle simpler and more reliable.
  • FIG. 1 is a schematic structural diagram of a wheel-side reducer system according to an embodiment of the present disclosure
  • Fig. 2 is another structural schematic diagram of the wheel-side reducer system according to an embodiment of the present disclosure.
  • FIG. 3 is a schematic cross-sectional view of a wheel-side reducer system according to an embodiment of the present disclosure
  • Fig. 4 is a schematic structural diagram of a deceleration assembly in a wheel-side decelerator system according to an embodiment of the present disclosure
  • Fig. 5 is a schematic structural view of the front shell of the housing of the wheel-side reducer system according to an embodiment of the present disclosure
  • FIG. 6 is a schematic block diagram of a vehicle according to an embodiment of the disclosure.
  • Wheel reducer system 1 housing 100, housing space 101, front housing 110, front surface 1101, rear housing 120, reduction assembly 200, input shaft 210, input gear 211, mounting hole 212, stepped portion 2121, first middle Shaft 220, first intermediate gear 221, second intermediate shaft 230, second intermediate gear 231, output shaft 240, output gear 241, steering knuckle 300, steering main body 310, second input hole 311, escape space 312, mounting part 320 , transmission shaft 400, internal threaded hole 4001, waterproof sealing ring 500, hub bearing 600, limiter 610, flange 700, mounting hole 710, brake caliper 800; fastener 900, vehicle 1000.
  • the following describes a wheel speed reducer system 1 according to an embodiment of the first aspect of the present disclosure with reference to FIGS. 1-5 .
  • the wheel reducer system 1 includes a housing 100 , a reduction assembly 200 and a steering knuckle 300 .
  • the casing 100 includes a front shell 110 and a rear shell 120 , the front shell 110 and the rear shell 120 are oppositely disposed and jointly define a receiving space 101 .
  • the deceleration assembly 200 is disposed in the accommodation space 101 .
  • the steering knuckle 300 is integrally formed on the front housing 110 .
  • the wheel speed reducer system 1 can be provided, so that when the power is transmitted to the tires of the vehicle, the speed can be reduced and the torque can be increased to improve the driving effect of the vehicle.
  • the power is transmitted to the reduction assembly 200 to reduce speed and increase torque, and meanwhile the reduction assembly 200 can transmit torque to drive the wheels of the vehicle to rotate.
  • the casing 100 is formed by the front casing 110 and the rear casing 120, which not only makes the mold removal of the front casing 110 and the rear casing 120 easier and improves production efficiency, but also makes the structures of the front casing 110 and the rear casing 120 more stable.
  • the structural strength of the casing 100 is improved, so that the accommodating space 101 formed by the casing 100 is more reliable. In this way, the casing 100 can better protect the speed reduction assembly 200 installed in the accommodation space 101 , thereby improving the performance of the wheel speed reducer system 1 .
  • the structural integration of the wheel reducer system 1 can be improved, and the volume of the wheel reducer system 1 can be reduced, so that the layout of the wheel reducer system 1 can be more compact. easy.
  • the assembled wheel reducer system 1 can provide space for the assembly of other components in the vehicle, simplify the assembly process of the vehicle, and improve assembly efficiency.
  • integrating the steering knuckle 300 on the front shell 110 can also make the connection between the housing 100 and the steering knuckle 300 more reliable, improve the reliability of the steering knuckle 300, thereby improving the performance of the steering knuckle 300, and then through Manipulating the steering knuckle 300 can stably control the traveling direction of the vehicle.
  • connecting the front housing 110 and the steering knuckle 300 in an integrated manner can save the production steps of the housing 100, simplify the production process of the housing 100, and improve the connection strength between the steering knuckle 300 and the front housing 110, improving The overall structural strength of the wheel-side reducer system 1 improves the safety and reliability of the wheel-side reducer system 1 .
  • Integrating the steering knuckle 300 with the front housing 110 also reduces the overall wheelbase and reduces the turning radius compared to a split connection between the steering knuckle and the front housing.
  • the wheel speed reducer system 1 of the embodiment of the present disclosure by integrally forming the steering knuckle 300 on the front housing 110, not only the production process of the housing 100 is simplified, the production efficiency is improved, but also the steering knuckle 300 and the front housing 110 The connection between them is more reliable, thereby improving the performance of the steering knuckle 300.
  • integrating the steering knuckle 300 on the front shell 110 also improves the integration of the wheel reducer system 1 and reduces the volume of the wheel reducer system 1, thereby simplifying the design and assembly process of the vehicle.
  • the steering knuckle 300 includes a steering body 310 and a plurality of mounting parts 320 .
  • the plurality of mounting portions 320 are disposed on the edge of the steering body 310 , and the steering body 310 is integrally formed on the front surface 1101 of the front shell 110 .
  • the multiple mounting parts 320 are suitable for connecting with the suspension of the whole vehicle, not only enabling the steering knuckle 300 to support the vehicle, but also enabling the steering knuckle 300 to control the direction of travel of the wheels, thereby adjusting the vehicle's direction of travel.
  • the connection reliability between the steering knuckle 300 and the vehicle is improved, and the reliability of use of the steering knuckle 300 is improved.
  • integrally forming the steering body 310 on the front shell 110 not only facilitates the manufacture of the front shell 110 and improves production efficiency, but also improves the reliability of the connection between the steering knuckle 300 and the front shell 110 and improves the steering knuckle 300.
  • the strength of the connection with the front shell 110 improves the performance of the wheel-side reducer system 1 .
  • the front shell 110 is provided with a first input hole (not shown in the figure) matched with the deceleration assembly 200
  • the steering body 310 is provided with a second input hole 311
  • the second input The hole 311 is disposed opposite to the first input hole
  • the steering body 310 is further provided with an escape space 312 surrounding the second input hole 311 .
  • the transmission shaft 400 can be inserted into the casing through the first input hole and the second input hole 311 100, so that the power on the transmission shaft 400 can act on the wheel reducer system 1 more stably, improving the reliability of the power input of the wheel reducer system 1, thereby improving the performance of the wheel reducer system 1.
  • the avoidance space 312 provided on the steering body 310 can not only provide space for the wheel reducer system 1, thereby realizing the simple and convenient use of the wheel reducer system 1, but also can reduce the production materials of the housing 100, thereby The production cost of the wheel-side reducer system 1 is reduced.
  • the reduction assembly 200 includes an input shaft 210 , a first intermediate shaft 220 , a second intermediate shaft 230 and an output shaft 240 .
  • the input shaft 210 is provided with an input gear 211
  • the first intermediate shaft 220 is provided with a first intermediate gear 221
  • the first intermediate gear 221 meshes with the input gear 211 .
  • a second intermediate gear 231 is disposed on the second intermediate shaft 230
  • the second intermediate gear 231 meshes with the input gear 211 .
  • An output gear 241 is disposed on the output shaft 240 , and the output gear 241 meshes with the first intermediate gear 221 and the second intermediate gear 231 respectively.
  • the orthographic projections of the centerline of the input gear 211 , the centerline of the first intermediate gear 221 , the centerline of the output gear 241 , and the centerline of the second intermediate gear 231 form a non-rhombic quadrilateral.
  • the power transmission shaft 400 transmits the power to the reduction assembly 200
  • the power is transmitted through the meshing of the input gear 211 with the first intermediate gear 221 and the second intermediate gear 231, and through the first intermediate gear 221 and the second intermediate gear 221.
  • the meshing of the two intermediate gears 231 transmits the power to the output gear 241 , and finally transmits the power through the output shaft 240 connected with the output gear 241 to complete the effect of speed reduction and torque increase on the power.
  • the shape formed by sequentially connecting the orthographic projections of the centerline of the input gear 211, the centerline of the first intermediate gear 221, the centerline of the output gear 241, and the centerline of the second intermediate gear 231 is a non-rhombic quadrilateral,
  • the space available in the wheel-side reducer system 1 can be increased, thereby providing an assembly position for the brake caliper 800 provided on the wheel-side reducer system 1, improving the integration of the wheel-side reducer system 1, and reducing the wheel-side speed reduction
  • the volume of the reducer system 1 facilitates the assembly and arrangement of the wheel reducer 1.
  • the first intermediate gear 221 and the second intermediate gear 231 are two gears with the same module and different numbers of teeth.
  • the reduction assembly 200 can be adjusted according to the needs of users when designing and producing the reduction assembly 200, so that the design of the wheel-side reducer system 1 can better meet the needs of users, and at the same time, the structural design of the wheel-side reducer system 1 can be simplified , so as to facilitate the assembly of the wheel-side reducer system 1 and improve assembly efficiency.
  • the wheel-side reducer system 1 further includes a transmission shaft 400, and bolts or other fasteners 900 are provided between the transmission shaft 400 and the input shaft 210 for connection and fixation, so that the shaft Restricting the transmission shaft 400 and the input shaft 210 upwards prevents the speed reducer assembly from disconnecting from the connection between the transmission shaft 400 and the input shaft 210 , greatly reducing the risk of flywheels.
  • the input shaft 210 is provided with a mounting hole 212 , and the transmission shaft 400 is disposed in the mounting hole 212 .
  • a stepped portion 2121 is formed on the inner wall of the mounting hole 212, and an internally threaded hole 4001 is formed on the transmission shaft 400.
  • the bolt abuts against the transmission shaft 400 and is connected in the internally threaded hole 4001 to connect the input shaft 210 and the transmission shaft in the axial direction. 400.
  • a gasket is also provided between the stepped portion 2121 and the bolt.
  • the transmission shaft 400 and the input shaft 210 are also connected by splines.
  • the transmission shaft 400 is provided with external splines and the mounting hole 212 is provided with internal splines.
  • the end of the transmission shaft 400 extends into the mounting hole 212 and the external splines The key fits with the internal spline.
  • the spline connection is used to connect the transmission shaft 400 and the input shaft 210.
  • the spline design has little influence on the transmission shaft 400 and the input shaft 210, which not only improves the structural strength of the transmission shaft 400 and the input shaft 210, but also improves the transmission efficiency.
  • the reliability of the transmission connection between the shaft 400 and the input shaft 210, and the power can be more stably transmitted to the wheel side reducer system 1 through the drive shaft 400, so that the wheel side reducer system 1 can perform power more reliably. Reduce speed and increase torque.
  • the wheel speed reducer system 1 further includes a waterproof sealing ring 500 .
  • the waterproof sealing ring 500 is disposed in the installation hole 212 and sleeved on the input shaft 210 .
  • the waterproof sealing ring 500 is located on the outside of the external spline.
  • the waterproof sealing ring 500 between the transmission shaft 400 and the input shaft 210 can be improved.
  • Such setting can not only prevent moisture from entering the wheel reducer system 1 from the connection between the transmission shaft 400 and the input shaft 210, prolong the service life of the wheel reducer system 1, but also improve the stability of the wheel reducer system 1 in the vehicle. In-use reliability, and improve the performance of the wheel-side reducer system 1.
  • the wheel side reducer system 1 further includes a hub bearing 600, the hub bearing 600 is arranged in the rear shell 120 and sleeved on the output shaft 240, and the rear shell 120 is also provided with a The bearing 600 is axially limited and fitted with a limiting member 610 .
  • a limiting member 610 is provided in the rear shell 120 , which can improve the connection stability between the hub bearing 600 and the rear shell 120 , thereby improving the performance of the wheel-side reducer system 1 .
  • the wheel speed reducer system 1 further includes a flange 700 .
  • the flange 700 is fixedly connected with the output shaft 240 , and the hub bearing 600 is press-fitted in the flange 700 .
  • An installation hole 710 is formed on the circumference of the flange 700 , and the installation hole 710 is used for installing a wheel, specifically, for installing a brake caliper 800 .
  • the hub bearing 600 is firstly press-fitted into the rear shell 120, and then the flange 700 and the hub bearing 600 are press-fitted, thereby completing the installation.
  • the flange 700 is connected with the output shaft 240 by a spline.
  • the power can more reliably act on the hub after acting on the flange 700 . Therefore, this can not only improve the stability of power transmission and control the wheel hub more reliably, but also enable the wheel-side reducer system 1 to integrate more components, improve the integration of the wheel-side reducer system 1, thereby making the structure of the vehicle more compact. Simple and reliable.
  • the output gear 241 is integrally formed on the output shaft 240 . In this way, since the output gear 241 is integrally formed on the output shaft 240, when the output gear 241 performs power transmission, the power can be more reliably transmitted to the output shaft 240, thereby improving the power transmission efficiency and improving the performance of the wheel speed reducer system 1. Use performance.
  • the vehicle according to the embodiment of the second aspect of the present disclosure includes the wheel speed reducer system 1 described in any one of the above embodiments according to the first aspect of the present disclosure.
  • the steering knuckle 300 is integrally formed on the front shell 110 by providing the above-mentioned wheel reducer system 1, which not only simplifies the production process of the shell 100, improves the production efficiency, but also improves the This improves the connection reliability between the steering knuckle 300 and the front housing 110, thereby improving the performance of the steering knuckle 300.
  • the integration degree of the wheel reducer system 1 is also improved, and the volume of the wheel reducer system 1 is reduced, thereby making the design and assembly of the vehicle simpler and more reliable.
  • references to the terms “one embodiment,” “some embodiments,” “exemplary embodiments,” “example,” “specific examples,” or “some examples” are intended to mean that the implementation A specific feature, structure, material, or characteristic described by an embodiment or example is included in at least one embodiment or example of the present disclosure.
  • schematic representations of the above terms do not necessarily refer to the same embodiment or example.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
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  • General Details Of Gearings (AREA)

Abstract

一种轮边减速器系统，包括壳体（100）、减速组件（200）和转向节（300）。壳体包括前壳（110）和后壳（120），前壳和后壳相对设置且共同限定出容纳空间（101）；减速组件设置于容纳空间内；转向节一体成型在前壳上。转向节一体成型在前壳上不仅让壳体的生产过程得到简化，而且让转向节与前壳之间的连接更为可靠，同时还能提升轮边减速器系统的集成度，使得轮边减速器系统的体积更小。还公开了具有该轮边减速器系统的车辆。

Description

轮边减速器系统和车辆
相关申请的交叉引用
本申请要求在2021年11月29日提交至中国国家知识产权局、申请号为202122964588.0、名称为“轮边减速器系统和车辆”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
本公开涉及减速器技术领域，尤其是涉及一种轮边减速器系统和车辆。
背景技术
相关技术中，车辆的动力在传递到车轮之前，会通过减速器进行降速增扭，以增强车辆的动力输出。为了使动力传递更可靠，减速器内的传动齿轮以菱形的方式排布，以提高减速器的传动稳定性。然而，这不仅会使减速器的结构设计更为复杂，增大减速器的生产难度，还会增大减速器的尺寸，从而影响减速器附近的结构的设计和组装，降低车辆的集成度。
发明内容
本公开旨在至少解决现有技术中存在的技术问题之一。为此，本公开的一个目的在于提出一种轮边减速器系统，所述轮边减速器系统集成度高，生产较为简单。
本公开的另一个目的在于提出一种车辆，所述车辆内设有所述轮边减速器系统。
根据本公开第一方面实施例的轮边减速器系统，包括：壳体、减速组件和转向节，所述壳体包括前壳和后壳，所述前壳和所述后壳相对设置且共同限定出容纳空间；所述减速组件设置于所述容纳空间内；所述转向节一体成型在所述前壳上。
根据本公开实施例的轮边减速器系统，通过将转向节一体成型在前壳上，不仅简化了壳体的生产过程，提升了生产效率，而且使转向节与前壳之间的连接更为可靠，提高转向节的使用性能。同时，将转向节集成在前壳上还能提升轮边减速器系统的集成度，减小轮边减速器系统的体积，从而简化车辆的设计组装过程。相比于转向节与前壳之间的分体式连接，将转向节与前壳集成，还减小了整车轮距，且减小了转弯半径。
在一些实施例中，所述转向节包括转向主体和多个安装部，所述多个安装部设置于所述转向主体的边缘处，所述转向主体一体成型在前壳的前表面上。
在一些实施例中，所述前壳设置有与所述减速组件相配合的第一输入孔，所述转向主体设置有第二输入孔，所述第二输入孔和所述第一输入孔相对设置，所述转向主体还设置有围绕所述第二输入孔的避让空间。
在一些实施例中，所述减速组件包括输入轴、第一中间轴、第二中间轴和输出轴。所述输入轴上设置有输入齿轮，所述第一中间轴上设置有第一中间齿轮，所述第一中间齿轮与所述输入齿轮啮 合。所述第二中间轴上设置有第二中间齿轮，所述第二中间齿轮与所述输入齿轮啮合。所述输出轴上设置有输出齿轮，所述输出齿轮分别与所述第一中间齿轮和所述第二中间齿轮啮合，其中，所述输入齿轮的中心线、所述第一中间齿轮的中心线、所述输出齿轮的中心线和所述第一中间齿轮的中心线的正投影顺次连线形成为非菱形的四边形。
在一些实施例中，所述第一中间齿轮和所述第二中间齿轮为模数相同且齿数不同的两个齿轮。
在一些实施例中，所述轮边减速器系统还包括传动轴，所述减速组件包括输入轴，所述传动轴与所述输入轴通过紧固件连接，以在轴向上限制所述传动轴与所述输入轴。
在一些实施例中，所述输入轴上设置有安装孔，所述传动轴设置在所述安装孔内；所述安装孔的内壁上形成有阶梯部，所述传动轴上形成有内螺纹孔，所述紧固件为螺栓，所述螺栓抵接所述传动轴且连接在所述内螺纹孔内。
在一些实施例中，所述传动轴与所述输入轴还通过花键连接；
所述传动轴上设置有外花键，所述输入轴上设置有安装孔且所述安装孔内设置有内花键，所述传动轴的端部伸入所述安装孔且所述外花键与所述内花键相配合。
在一些实施例中，还包括：防水密封圈，所述防水密封圈设置于所述安装孔内且套设在所述输入轴上，所述防水密封圈位于所述外花键的外侧。
在一些实施例中，还包括：轮毂轴承，所述轮毂轴承设置于所述后壳内且套设在所述输出轴上，所述后壳还设置有与所述轮毂轴承轴向限位配合的限位件。
在一些实施例中，所述轮边减速器系统还包括法兰盘，所述法兰盘与所述输出轴固定连接，所述轮轴轴承压装在所述法兰盘内。
在一些实施例中，所述输出齿轮一体成型在所述输出轴上。
根据本公开第二方面实施例的车辆，包括根据本公开上述第一方面实施例所述的轮边减速器系统。
根据本公开实施例的车辆，通过设有如上所述的轮边减速器系统，转向节一体成型在前壳上，不仅简化了壳体的生产过程，提升了生产效率，而且提高了转向节与前壳之间的连接可靠性，从而提升了转向节的使用性能。同时，通过将转向节集成在前壳上，还提高了轮边减速器系统的集成度，减小了轮边减速器系统的体积，从而使车辆的设计组装更简单可靠。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本公开实施例的轮边减速器系统的结构示意图；
图2是根据本公开实施例的轮边减速器系统的另一结构示意图。
图3是根据本公开实施例的轮边减速器系统的剖视示意图；
图4是根据本公开实施例的轮边减速器系统中的减速组件的结构示意图；
图5是根据本公开实施例的轮边减速器系统的壳体的前壳的结构示意图；
图6是根据本公开实施例的车辆的示意性框图。
附图标记：
轮边减速器系统1，壳体100，容纳空间101，前壳110，前表面1101，后壳120，减速组件200，输入轴210，输入齿轮211，安装孔212，阶梯部2121，第一中间轴220，第一中间齿轮221，第二中间轴230，第二中间齿轮231，输出轴240，输出齿轮241，转向节300，转向主体310，第二输入孔311，避让空间312，安装部320，传动轴400，内螺纹孔4001，防水密封圈500，轮毂轴承600，限位件610，法兰盘700，安装孔710，制动卡钳800；紧固件900，车辆1000。
具体实施方式
参考附图描述的实施例是示例性的。下面详细描述本公开的实施例。
下面参考图1-图5描述根据本公开第一方面实施例的轮边减速器系统1。轮边减速器系统1包括壳体100、减速组件200和转向节300。
具体地，壳体100包括前壳110和后壳120，前壳110和后壳120相对设置且共同限定出容纳空间101。减速组件200设置于容纳空间101内。转向节300一体成型在前壳110上。
需要说明的是，在车辆的实际设计过程中，可以设有轮边减速器系统1，从而在动力传递到车辆轮胎时，可以降低转速，增加扭矩，以提升车辆的驱动效果。
可以理解的是，在轮边减速器系统1的使用过程中，动力传递到减速组件200以达到降速增扭的作用，同时减速组件200能传递扭矩，以驱动车辆的车轮进行转动。
同时，通过前壳110和后壳120构成壳体100，不仅使前壳110和后壳120的出模更为简单，提高生产效率，而且使前壳110和后壳120的结构更为稳定，提升壳体100的结构强度，使得壳体100所形成容纳空间101更为可靠。以此方式，壳体100能够更好地保护安装在容纳空间101内的减速组件200，从而提升轮边减速器系统1的使用性能。
此外，通过在前壳110上集成有转向节300，可以提高轮边减速器系统1的结构集成度，减小轮边减速器系统1的体积，从而使轮边减速器系统1的布置更为容易。另外，通过在前壳110上集成有转向节300，还使得组装的轮边减速器系统1能够为车辆内其余部件的组装提供空间，简化车辆的组装过程，提升组装效率。而且，将转向节300集成在前壳110上还能使壳体100与转向节300之间的连接更为可靠，提高转向节300的使用可靠性，从而提升转向节300的使用性能，进而通过操控转向节300能够稳定地控制车辆的行进方向。进一步地，采用一体成型的方式连接前壳110与转向节300，能够节省壳体100的生产步骤，简化壳体100生产流程，且能够提高转向节300与前壳110之间的连接强度，提高轮边减速器系统1整体的结构强度，从而提高轮边减速器系统1的使用安全可靠性。相比于转向节与前壳之间的分体式连接，将转向节300与前壳110集成还减小 了整车轮距，且减小了转弯半径。
根据本公开实施例的轮边减速器系统1，通过将转向节300一体成型在前壳110上，不仅简化了壳体100的生产过程，提升了生产效率，还使转向节300与前壳110之间的连接更为可靠，从而提高了转向节300的使用性能。同时，将转向节300集成在前壳110上还提高了轮边减速器系统1的集成度，减小了轮边减速器系统1的体积，从而简化了车辆的设计组装过程。
在一些实施例中，如图1所示，转向节300包括转向主体310和多个安装部320。该多个安装部320设置于转向主体310的边缘处，转向主体310一体成型在前壳110的前表面1101上。可以理解的是，该多个安装部320适用于与整车悬架进行连接，不仅使转向节300能够起到支撑车辆的作用，而且使转向节300能够控制车轮的行进方向，从而调整车辆的行进方向。如此，通过在转向主体310边缘上设置该多个安装部320，提高了转向节300与车辆的连接可靠性，且提高了转向节300的使用可靠性。另外，将转向主体310一体成型在前壳110上，不仅方便了前壳110的生产制造，提升生产效率，而且提高了转向节300与前壳110之间的连接可靠性，提高了转向节300与前壳110之间的连接强度，从而提升了轮边减速器系统1的使用性能。
在一些实施例中，如图5所示，前壳110设置有与减速组件200相配合的第一输入孔(图中未示出)，转向主体310设置有第二输入孔311，第二输入孔311和第一输入孔相对设置，转向主体310还设置有围绕第二输入孔311的避让空间312。如此，通过使第一输入孔与第二输入孔311相对设置，使得在使用轮边减速器系统1时，可以将传动轴400穿过第一输入孔与第二输入孔311伸入到壳体100内，从而传动轴400上的动力能够更稳定地作用于轮边减速器系统1，提高轮边减速器系统1的动力输入的可靠性，从而提升轮边减速器系统1的使用性能。同时，在转向主体310上设置的避让空间312，不仅能够为轮边减速器系统1提供使用空间，从而实现简单方便地使用轮边减速器系统1，还能够减少壳体100的生产材料，从而降低轮边减速器系统1的生产成本。
在一些实施例中，如图4所示，减速组件200包括输入轴210、第一中间轴220、第二中间轴230和输出轴240。输入轴210上设置有输入齿轮211，第一中间轴220上设置有第一中间齿轮221，第一中间齿轮221与输入齿轮211啮合。第二中间轴230上设置有第二中间齿轮231，第二中间齿轮231与输入齿轮211啮合。输出轴240上设置有输出齿轮241，输出齿轮241分别与第一中间齿轮221和第二中间齿轮231啮合。其中，输入齿轮211的中心线、第一中间齿轮221的中心线、输出齿轮241的中心线和第二中间齿轮231的中心线的正投影顺次连线形成为非菱形的四边形。
可以理解的是，传动轴400在将动力传递到减速组件200后，通过输入齿轮211与第一中间齿轮221和第二中间齿轮231的啮合来传递该动力，并通过第一中间齿轮221与第二中间齿轮231的啮合将该动力传递到输出齿轮241上，最终通过与输出齿轮241连接的输出轴240将该动力传递出去以完成对动力的降速增扭作用。
同时，使用第一中间齿轮221与第二中间齿轮231作为动力传输的中转点，能够提升减速组件200的使用稳定性，延长轮边减速器系统1的使用寿命。另外，输入齿轮211的中心线、第一中间齿轮221的中心线、输出齿轮241的中心线和第二中间齿轮231的中心线的正投影顺次连线所形成 的形状为非菱形的四边形，可以增大轮边减速器系统1内可利用的空间，从而为轮边减速器系统1上设置的制动卡钳800提供组装位置，提高轮边减速器系统1的集成度，减小轮边减速器系统1的体积，从而便于轮边减速器1的组装布置。
在一些具体的实施例中，第一中间齿轮221和第二中间齿轮231为模数相同且齿数不同的两个齿轮。如此设置，可以在设计和生产减速组件200时针对用户需求调整减速组件200，从而能够使轮边减速器系统1的设计更贴合用户需求，同时还能够简化轮边减速器系统1的结构设计，以便于轮边减速器系统1的组装，提升组装效率。
在一些实施例中，如图3所示，轮边减速器系统1还包括传动轴400，传动轴400与输入轴210之间设有螺栓或其它紧固件900以进行连接固定，从而在轴向上限制传动轴400与输入轴210，防止减速器总成从传动轴400与输入轴210的连接处断开，大大降低了飞轮风险。
输入轴210上设置有安装孔212，传动轴400设置于安装孔212内。安装孔212的内壁上形成有阶梯部2121，传动轴400上形成有内螺纹孔4001，螺栓抵接传动轴400且连接在内螺纹孔4001内，以在轴向上连接输入轴210与传动轴400。在一具体的实施例中，阶梯部2121与螺栓之间还设置有垫片。
传动轴400与输入轴210之间还通过花键连接，传动轴400上设置有外花键且安装孔212内设置有内花键，传动轴400的端部伸入安装孔212内且外花键与内花键相配合。
可以理解的是，在轮边减速器系统1的使用过程中，动力通过传动轴400传递到轮边减速器系统1内以进行降速增扭。因此，使用花键连接的方式连接传动轴400与输入轴210，花键设计对传动轴400和输入轴210的影响较小，不仅提高了传动轴400与输入轴210的结构强度，提高了传动轴400与输入轴210之间的传动连接可靠性，而且使动力能够更为稳定地通过传动轴400传递到轮边减速器系统1内，使得轮边减速器系统1能够更可靠地对动力进行降速增扭。
在一些实施例中，如图3所示，轮边减速器系统1还包括防水密封圈500。防水密封圈500设置于安装孔212内且套设在输入轴210上。防水密封圈500位于外花键的外侧。
由此，通过在传动轴400与输入轴210之间设有防水密封圈500，可以提升轮边减速器系统1的防水作用。如此设置，不仅可以避免水分从传动轴400与输入轴210的连接处进入到轮边减速器系统1内，延长轮边减速器系统1的使用寿命，而且可以提高轮边减速器系统1在车辆内的使用可靠性，提升轮边减速器系统1的使用性能。
在一些实施例中，如图3所示，轮边减速器系统1还包括轮毂轴承600，轮毂轴承600设置于后壳120内且套设在输出轴240上，后壳120还设置有与轮毂轴承600轴向限位配合的限位件610。如此设置，在轮边减速器系统1的使用过程中，动力可以通过输出轴240输出，并通过轮毂轴承600输出到轮毂上，从而调整轮毂的行进方向。同时，在后壳120内设有限位件610，能够提高轮毂轴承600与后壳120之间的连接稳定性，从而提高轮边减速器系统1的使用性能。
在一些实施例中，如图4所示，轮边减速器系统1还包括法兰盘700。法兰盘700与输出轴240固定连接，轮毂轴承600压装在法兰盘700内。法兰盘700的圆周上形成有安装孔710，安装孔710 用于安装车轮，具体地，用于安装制动卡钳800。在安装时，首先将轮毂轴承600压装在后壳120内，然后将法兰盘700与轮毂轴承600压装，由此完成安装。其中，法兰盘700与输出轴240为花键连接。通过法兰盘700与输出轴240连接，动力能够较可靠地在作用于法兰盘700之后作用于轮毂。因此，这不仅能够提升动力传递的稳定性，更可靠地控制轮毂，而且能够使轮边减速器系统1集成有更多部件，提高轮边减速器系统1的集成度，从而使车辆的结构更简单可靠。在一些具体的实施例中，输出齿轮241一体成型在输出轴240上。如此设置，由于输出齿轮241一体成型在输出轴240上，在输出齿轮241进行动力传递时，动力能够更可靠地传递到输出轴240上，从而提升动力传递效率，提高轮边减速器系统1的使用性能。
如图6所示，根据本公开第二方面实施例的车辆，包括根据本公开第一方面上述任一实施例所述的轮边减速器系统1。
根据本公开实施例的车辆，通过设有如上所述的轮边减速器系统1，转向节300一体成型在前壳110上，不仅简化了壳体100的生产过程，提升了生产效率，而且提高了转向节300与前壳110之间的连接可靠性，从而提升了转向节300的使用性能。同时，通过将转向节300集成在前壳110上，还提高了轮边减速器系统1的集成度，减小了轮边减速器系统1的体积，从而使车辆的设计组装更简单可靠。
根据本公开实施例的车辆的其它构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。
尽管已经示出和描述了本公开的实施例，本领域的普通技术人员可以理解：在不脱离本公开的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本公开的范围由权利要求及其等同物限定。

Claims (13)

  1. 一种轮边减速器系统(1)，其特征在于，包括：
    壳体(100)，所述壳体(100)包括前壳(110)和后壳(120)，所述前壳(110)和所述后壳(120)相对设置且共同限定出容纳空间(101)；
    减速组件(200)，所述减速组件(200)设置于所述容纳空间(101)内；和
    转向节(300)，所述转向节(300)一体成型在所述前壳(110)上。
  2. 根据权利要求1所述的轮边减速器系统(1)，其特征在于，所述转向节(300)包括：
    转向主体(310)，所述转向主体(310)一体成型在所述前壳(110)的前表面(1101)上；和
    多个安装部(320)，所述多个安装部(320)设置于所述转向主体(310)的边缘处。
  3. 根据权利要求2所述的轮边减速器系统(1)，其特征在于，所述前壳(110)设置有与所述减速组件(200)相配合的第一输入孔，所述转向主体(310)设置有第二输入孔(311)，所述第二输入孔(311)和所述第一输入孔相对设置，所述转向主体(310)还设置有围绕所述第二输入孔(311)的避让空间(312)。
  4. 根据权利要求1-3中任一项所述的轮边减速器系统(1)，其特征在于，所述减速组件(200)包括：
    输入轴(210)，所述输入轴(210)上设置有输入齿轮(211)；
    第一中间轴(220)，所述第一中间轴(220)上设置有第一中间齿轮(221)，所述第一中间齿轮(221)与所述输入齿轮(211)啮合；
    第二中间轴(230)，所述第二中间轴(230)上设置有第二中间齿轮(231)，所述第二中间齿轮(231)与所述输入齿轮(211)啮合；和
    输出轴(240)，所述输出轴(240)上设置有输出齿轮(241)，所述输出齿轮(241)与所述第一中间齿轮(221)和所述第二中间齿轮(231)均啮合，
    其中，所述输入齿轮(211)的中心线、所述第一中间齿轮(221)的中心线、所述输出齿轮(241)的中心线和所述第二中间齿轮(231)的中心线的正投影顺次连线形成为非菱形的四边形。
  5. 根据权利要求4所述的轮边减速器系统(1)，其特征在于，所述第一中间齿轮(221)和所述第二中间齿轮(231)为模数相同且齿数不同的两个齿轮。
  6. 根据权利要求1-3中任一项所述的轮边减速器系统(1)，其特征在于，所述轮边减速器系统(1)还包括传动轴(400)，所述减速组件(200)包括输入轴(210)，所述传动轴(400)与所述输入轴(210)通过紧固件(900)连接，以在轴向上限制所述传动轴(400)与所述输入轴(210)。
  7. 根据权利要求6所述的轮边减速器系统(1)，其特征在于，所述输入轴(210)上设置有安装孔(212)，所述传动轴(400)设置在所述安装孔(212)内；
    所述安装孔(212)的内壁上形成有阶梯部(2121)，所述传动轴(400)上形成有内螺纹孔(4001)， 所述紧固件(900)为螺栓，所述螺栓抵接所述传动轴(400)且连接在所述内螺纹孔(4001)内。
  8. 根据权利要求6或7所述的轮边减速器系统(1)，其特征在于，所述传动轴(400)与所述输入轴(210)还通过花键连接；
    所述传动轴(400)上设置有外花键，所述输入轴(210)上设置有安装孔(212)且所述安装孔(212)内设置有内花键，所述传动轴(400)的端部伸入所述安装孔(212)且所述外花键与所述内花键相配合。
  9. 根据权利要求8所述的轮边减速器系统(1)，其特征在于，还包括防水密封圈(500)，所述防水密封圈(500)设置于所述安装孔(212)内且套设在所述输入轴(210)上，所述防水密封圈(500)位于所述外花键的外侧。
  10. 根据权利要求4或5所述的轮边减速器系统(1)，其特征在于，还包括轮毂轴承(600)，所述轮毂轴承(600)设置于所述后壳(120)内且套设在所述输出轴(240)上，所述后壳(120)还设置有与所述轮毂轴承(600)轴向限位配合的限位件(610)。
  11. 根据权利要求10所述的轮边减速器系统(1)，其特征在于，所述轮边减速器系统(1)还包括法兰盘(700)，所述法兰盘(700)与所述输出轴(240)固定连接，所述轮毂轴承(600)压装在所述法兰盘(700)内。
  12. 根据权利要求4或5所述的轮边减速器系统(1)，其特征在于，所述输出齿轮(241)一体成型在所述输出轴(240)上。
  13. 一种车辆(1000)，其特征在于，包括：根据权利要求1-12中任一项所述的轮边减速器系统(1)。
PCT/CN2022/134784 2021-11-29 2022-11-28 轮边减速器系统和车辆 WO2023093890A1 (zh)

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