Two-degree-of-freedom decoupling reducing mechanism

Abstract

The invention provides a two-degree-of-freedom decoupling reducing mechanism, and aims to solve the problem of contradiction between irregular forced vibration and stable driving force transmission at a power output end, and output stable power while reducing inertia force at the power output end. The two-degree-of-freedom decoupling reducing mechanism comprises a frame (1), a power output shaft (2), a power output wheel (3), idle wheels I and II (4, 5), secondary reduction gears I and II (6, 7), shafts I and II (8, 9), primary reduction gears I and II (10, 11), transfer gears I and II (12, 13), a differential assembly (14), a linear guide mechanism (15), and connecting rod bearing assemblies I, II, III and IV (16, 17, 18, 19). By adopting the two-degree-of-freedom decoupling reducing mechanism, decoupling of linear movement and rotation at the power output end can be realized, and a power source does not translate along with the power output end, so that the inertial force at the power output end is reduced, and stable output power is kept. The mechanism is small in overall size, is short in transmission chain, and is convenient to install and apply.

Description

technical field [0001] The invention belongs to the field of mechanical engineering, and in particular relates to a power transmission device for decoupling the degree of freedom of linear translation and the degree of freedom of fixed axis rotation. Background technique [0002] Distributed drive electric vehicles can achieve a variety of dynamic control, with good maneuverability and stability. At present, in the realization of the structure of distributed drive electric vehicles, the commonly used solution is that each wheel is equipped with a hub / wheel edge drive system. However, the hub / wheel side drive system makes the unsprung mass of the suspension 2 to 3 times higher than that of traditional cars, which greatly increases the vertical acceleration of the body and the dynamic load of the wheels, and the ride comfort of the car is significantly deteriorated. At the same time, according to the theory of tire dynamics, when the average load is constant, the greater the ...

AI Technical Summary

Problems solved by technology

However, the hub / wheel side drive system makes the unsprung mass of the suspension 2 to 3 times higher than that of traditional cars, which greatly increases the vertical acceleration of the body and the dynamic load of the wheels, and the ride comfort of the car is significantly worse.

At the same time, according to the theory of tire dynamics, when the average load is constant, the greater the dynamic load of the tire, the smaller the effective tire cornering stiffness, which is more unfavorable to the handling stability of the car.

Patents such as ZL201110053092.6 propose a solution to reduce the unsprung mass of the suspension, but the drive motor is installed near the (equivalent) rotation center of the trailing arm suspension, and the choice of suspension form is limited

At the same time, wheel jump will cause corresponding fluctuations in wheel speed

For the wheel, its speed is high, and the jump always exists without specific rules. The use of electronic control methods to eliminate fluctuations is limited by signal detection and power source response performance.

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