A wheel-side electric drive system and load sensing method capable of sensing load in real time

Abstract

The application relates to a wheel-side electric drive system and a load sensing method, which can sense the load in real time. The system comprises a wheel assembly, a driving motor, a braking system and an integrated shell. A six-component sensor, a wheel hub connecting shaft and a standard wheel rim of a passenger car are sequentially connected through a hub connecting piece. The six-component sensor is fixedly connected with a gear ring flange connecting disc. A load signal acquisition module is fixedly connected with the six-component sensor. A load signal transmission module is fixedly connected on a main shell. The six-component sensor communicates with the load signal acquisition module, and the load signal acquisition module communicates with the load signal transmission module. Compared with the prior art, the application has the functions of a driving unit and a sensing unit; double-row tapered roller bearings are adopted, which are suitable for bearing heavy loads and impact loads; a lubricating oil collecting groove and an oil channel feature at a corresponding position are designed, the lubricating effect of core driving elements is improved, and the advantages of reducing the disorderly splashing of oil in the oil stirring process are achieved.

Description

Technical Field

[0001] This invention relates to wheel-side electric drive systems, and more particularly to a wheel-side electric drive system and load sensing method capable of real-time load sensing. Background Technology

[0002] In recent years, with the rapid development of electric vehicles, the evolution and iteration of electric drive systems have reached a deeper level of technical sophistication. They must not only meet the high speed and high torque requirements of traditional powertrains, but also meet higher-level demands in terms of modularity, intelligence, and functional integration. Traditional centralized drive electric vehicles use a single electric drive system as a centralized power source, with the motor's power distributed through transmission components to drive the wheels. Distributed drive electric vehicles, on the other hand, equip each wheel with its own electric drive system. This allows for independent control of the driving state of each wheel and enables agile and rapid response from the actuators, thereby supporting more precise and intelligent vehicle control.

[0003] Furthermore, distributed electric drive systems also serve as ideal information sensing units. When a vehicle travels on the road, the load between the wheels and the road generates a wealth of information, which is invaluable for vehicle status monitoring and driving control. By installing corresponding sensors on the distributed electric drive system and transmitting the acquired signals to the vehicle controller in real time, the necessary load information can be obtained. This load information is then fed into the vehicle controller's algorithm model, enabling the perception and prediction of potential risks and improving the driving stability of distributed drive vehicles.

[0004] Because distributed electric drive systems are installed inside or beside the vehicle's wheels, space is extremely limited. To achieve electric wheels that combine driving and sensing functions, a compact configuration, mechatronics design, high integration of components, and full utilization of space are required. Currently, there is considerable research on distributed electric drives both domestically and internationally; some research has also been conducted on wheel load sensing, but wheel load measurement devices are typically considered as testing instruments used for vehicle development and calibration testing, as well as data collection in road engineering trials. Therefore, based on existing research, further integration and upgrading are needed to develop a distributed wheel-side electric drive system capable of real-time load sensing. This would increase the sources of sensing information during vehicle operation and enhance the vehicle's intelligence.

[0005] A search revealed that application publication number CN114407645A discloses a wheel-side reduction drive system using idler gear transmission. Specifically, the system includes a disc brake, a drive motor, a wheel hub bearing, an idler gear reducer, a wheel rim, and a wheel hub. The idler gear reducer is installed between the drive motor and the wheel hub. Power is transmitted from the drive motor to the idler gear reducer, and after reduction and torque amplification, it is output to the wheel hub to drive the wheel to rotate.

[0006] However, this existing patent does not have the function of real-time sensing of wheel load status. Therefore, how to sense wheel load status in real time and increase the sources of sensing information during vehicle operation has become a technical problem that needs to be solved. Summary of the Invention

[0007] The purpose of this invention is to overcome the shortcomings of the prior art in that it cannot sense the vehicle load status in real time, and to provide a wheel-side electric drive system and load sensing method that can sense the load in real time.

[0008] The objective of this invention can be achieved through the following technical solutions:

[0009] According to one aspect of the present invention, a wheel-side electric drive system capable of real-time load sensing is provided, comprising a wheel assembly, a braking system, a drive motor, and an integrated housing; the wheel assembly includes a standard passenger car rim, a hub connector, and a wheel center connecting shaft; the integrated housing includes a main housing, a gear ring flange connecting disc, and a gear ring;

[0010] The wheel assembly is characterized in that it further includes a double-row tapered roller bearing, and the integrated housing further includes a six-component sensor, a six-component sensor locking component, a load signal acquisition module, and a load signal transmission module;

[0011] The six-component sensor, the wheel hub connecting shaft, and the standard passenger car wheel rim are connected sequentially via a wheel hub connector; the six-component sensor is fixedly connected to the gear ring flange connecting plate via a six-component sensor locking component; the gear ring flange is fixedly connected to the gear ring; the load signal acquisition module is fixedly connected to the six-component sensor; the load signal transmission module is fixedly connected to the main housing; the six-component sensor communicates with the load signal acquisition module, and the load signal acquisition module communicates with the load signal transmission module.

[0012] As a preferred technical solution, the main housing is filled with lubricating oil, and the integrated housing also includes a lubricating oil collection groove, a gear ring, and a bearing cover plate. The lubricating oil collection groove is a deep arc-shaped V-groove, which is fixed to the load signal transmission module. The lubricating oil splashes after being agitated by the gear ring and falls into the lubricating oil collection groove. After being collected, it flows into the double-row tapered roller bearing through the bearing cover plate.

[0013] As a preferred technical solution, the double-row tapered roller bearing is provided with a bearing ring groove and a bearing oil port, and the bearing cover plate is provided with a guide oil passage. The lubricating oil in the guide oil passage flows into the bearing ring groove. After the bearing ring groove is filled with lubricating oil in the radial direction, the lubricating oil flows into the bearing oil port.

[0014] As a preferred technical solution, the drive motor includes a motor rotor shaft, a motor end cover, and a motor gear. The motor gear is press-fitted onto the motor rotor shaft using a heat-shrinking process, and the motor end cover is bolted to the end face of the main housing.

[0015] As a preferred technical solution, the integrated housing further includes a wheel end cover and a wheel end sealing ring. The wheel end cover is installed on the main housing and is provided with reinforcing ribs and an axial positioning plate. The axial positioning plate and the wheel end sealing ring are installed together.

[0016] As a preferred technical solution, the integrated housing further includes a housing protective cover, which is installed on the main housing.

[0017] As a preferred technical solution, the integrated housing further includes an idler wheel, an idler wheel shaft, an idler wheel bearing, an idler wheel shaft locking bolt, a bearing cover plate, and a bearing cover plate bolt. The idler wheel is mounted on the idler wheel shaft via the idler wheel bearing, and the idler wheel shaft is fixedly connected to the main housing via the idler wheel shaft locking bolt. The bearing cover plate is fixedly connected to the bearing seat of the main housing via the bearing cover plate bolt.

[0018] As a preferred technical solution, the braking system includes a brake disc, a brake caliper, a brake disc locking nut, a brake mounting bracket, and bracket bolts. The drive motor includes a motor rotor shaft and a motor end cover. The brake disc and the motor rotor shaft are fixedly connected by a spline and tightened by the brake disc locking nut. The brake caliper and the brake mounting bracket are fixedly installed inside the motor end cover by tightening the bracket bolts.

[0019] According to another aspect of the present invention, a load sensing method is provided using a wheel-side electric drive system capable of real-time load sensing. This method also employs a vehicle controller and specifically includes the following steps:

[0020] Step S1: When the wheel assembly rotates, the drive motor drives the gear ring flange connecting disc to rotate.

[0021] Step S2: The six-component sensor acquires the six-component electrical signals of the load and transmits them to the load signal acquisition module;

[0022] Step S3: The load signal acquisition module transmits the signal to the load signal transmission module;

[0023] In step S4, the load signal transmission module processes the load signal and transmits it to the vehicle controller.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] 1) This invention provides a technical solution for a wheel-side electric drive system, which combines the functions of a drive unit and a sensing unit. It cleverly utilizes the power output of the idler gear ring and integrates a six-component sensor and a load signal acquisition module to it through an integrated design, so that the power output, load monitoring and electrical signal transmission can be realized simultaneously.

[0026] 2) While outputting power, the present invention continuously monitors the wheel load through a six-component sensor. The load signal acquisition module and the load signal transmission module preprocess the collected electrical signals and then transmit them to the vehicle controller, thereby realizing real-time load perception of the vehicle.

[0027] 3) This invention uses double-row tapered roller bearings, which can withstand radial loads and bidirectional axial loads, and are suitable for bearing heavy loads and impact loads;

[0028] 4) This invention makes full use of the space of the idler wheel device, installs the load signal transmission module on the main housing, and integrates the design of the lubrication oil collection groove and the corresponding oil passage features to realize the directional flow of oil, improve the lubrication effect of the core transmission components, and reduce the disorderly splashing of oil during the oil stirring process.

[0029] 5) The present invention adopts an idler gear reduction transmission configuration, which can achieve a large transmission ratio in a limited space, thereby enabling the motor torque to obtain a strong torque output after deceleration and torque increase. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the overall load structure of a wheel-side electric drive system capable of real-time load sensing according to the present invention;

[0031] Figure 2 This is a schematic diagram of the load coordinate system of a wheel-side electric drive system capable of real-time load sensing according to the present invention;

[0032] Figure 3 This is a cross-sectional view of the drive motor of the present invention;

[0033] Figure 4 This is a cross-sectional view of the wheel assembly of the present invention;

[0034] Figure 5 This is a schematic diagram of the installation of the braking system of the present invention;

[0035] Figure 6 This is a schematic diagram of the transmission mechanism structure of the present invention;

[0036] Figure 7 This is a schematic diagram of the lubrication circuit of the present invention;

[0037] Figure 8 This is a structural diagram showing the oil hole features of the bearing cover plate of the present invention;

[0038] Figure 9 This is a structural diagram showing the oil hole features of the double-row tapered roller bearing of the present invention;

[0039] Figure 10 This is a schematic diagram of the installation of the load sensing mechanism of the present invention;

[0040] Figure 11 This is a schematic diagram of the installation of the load signal transmission module of the present invention;

[0041] Figure 12 This is a schematic diagram of the main housing structure of the present invention;

[0042] Figure 13 This is a schematic diagram of the wheel end cover structure of the present invention;

[0043] Figure 1 As indicated by the index number:

[0044] 1. Wheel assembly; 2. Drive motor; 3. Braking system; 4. Integrated housing;

[0045] Figure 3 As indicated by the index number:

[0046] 1-1. Tire; 1-2. Standard passenger car rim; 1-6. Wheel hub connecting shaft; 1-7. Double row tapered roller bearing; 1-8. Snap ring; 2-1. Motor rotor shaft; 2-2. Motor resolver; 2-3. Motor end cover; 2-4. Motor bearing; 2-5. Motor rotor lock nut; 2-6. Motor rotor; 2-7. Motor stator; 2-8. Motor seal ring; 2-9. Motor bushing; 2-10. Motor gear; 3-1. Brake disc lock nut; 3-2. Brake disc. 3-3. Brake mounting bracket; 3-4. Brake caliper; 4-1. Main housing; 4-3. Oil filler plug; 4-5. Cover bolt; 4-6. Wheel end cover; 4-7. Wheel end seal ring; 4-8. Bearing cover plate; 4-9. Six-component sensor; 4-11. Load signal acquisition module; 4-12. Gear ring flange connecting plate; 4-13. Gear ring; 4-21. Load signal transmission module; 4-22. Lubrication oil collection groove; 4-24. Housing protective cover; 4-25. Protective cover bolt;

[0047] Figure 4 As indicated by the index number:

[0048] 1-3, Wheel hub bolts; 1-4, Wheel hub nuts; 1-5, Wheel rim logo cover plate;

[0049] Figure 5 As indicated by the index number:

[0050] 3-5. Bracket bolts;

[0051] Figure 6 As indicated by the index number:

[0052] 2-10, motor fine gear; 4-10, six-component sensor locking bolt; 4-15, idler wheel; 4-16, idler wheel shaft; 4-19, idler wheel shaft locking bolt;

[0053] Figure 7 As indicated by the index number:

[0054] 4-17. Idler bearing; 4-18. Idler circlip; 4-23. Screw;

[0055] Figure 8 As indicated by the index number:

[0056] 4-8-1. Inner diameter of bearing cover plate; 4-8-2. Axial baffle of bearing cover plate; 4-8-3. Chamfer for installation guide of inner hole of bearing cover plate; 4-8-4. Mounting hole of bearing cover plate; 4-8-5. Oil groove of bearing cover plate; 4-8-6. Reinforcing rib of bearing cover plate.

[0057] Figure 9 As indicated by the index number:

[0058] 1-7-1, Bearing oil port; 1-7-2, Bearing ring groove;

[0059] Figure 10 As indicated by the index number:

[0060] 4-9-1, Sensor - Bolt mounting through hole; 4-11-1, Module - Bolt mounting through hole; 4-12-1, Flange - Sensor mounting through hole; 4-12-2, Flange - Module mounting threaded hole; 4-13-1, Gear ring outer circle; 4-13-2, Gear ring - Flange mounting threaded hole; 4-14, Gear ring locking bolt.

[0061] Figure 12 As indicated by the index number:

[0062] 4-1-1, Shell - vent plug mounting threaded hole; 4-1-2, Shell - oil filler plug mounting threaded hole; 4-1-3, reinforcing rib; 4-1-4, Shell - protective cover mounting threaded hole; 4-1-5, Shell - shock absorber mounting interface; 4-4, plug gasket.

[0063] Figure 13 As indicated by the index number:

[0064] 4-6-1. Inner diameter of wheel end cover; 4-6-2. Axial positioning plate of cover; 4-6-3. Reinforcing rib; 4-6-4. Bolt mounting base of cover. Detailed Implementation

[0065] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0066] This invention provides a wheel-side electric drive system capable of real-time load sensing, employing a distributed drive approach. Each wheel is controlled and driven by an independent wheel-side electric drive system. In a vehicle using this invention, each of the four wheels is independently controlled and driven by four separate wheel-side electric drive systems. This invention combines the functions of a drive unit and a sensing unit. While outputting power, it continuously monitors the wheel load through sensors, preprocesses the collected electrical signals, and then transmits them to the vehicle controller, thereby achieving real-time load sensing for the vehicle.

[0067] like Figure 1 As shown, the present invention consists of four sub-assembly systems: braking system 3, wheel assembly 1, drive motor 2, and integrated housing 4.

[0068] like Figure 2 As shown, the sensor's load coordinates are defined as follows: the x-axis represents the vehicle's direction of travel, the y-axis represents the vehicle's lateral direction, and the z-axis represents the direction perpendicular to the road surface. Correspondingly, the wheel load is decomposed into six components in the coordinate system, specifically the longitudinal force F. x Longitudinal torque M x (Also known as overturning moment), lateral force F y Lateral torque M y (Also known as rolling torque), vertical force F z Vertical torque (also known as restoring torque M) z ).

[0069] like Figure 3As shown, the drive motor 2 includes: a motor rotor shaft 2-1, a motor resolver 2-2, a motor end cover 2-3, a motor bearing 2-4, a motor rotor locking nut 2-5, a motor rotor 2-6, a motor stator 2-7, a motor sealing ring 2-8, a motor bushing 2-9, and motor gears. The motor end cover 2-3 is bolted to the end face of the main housing 4-1. The motor resolver 2-2 is mounted on the motor end cover 2-3 and provides the characteristic signals required for motor control. The motor bushing 2-9 is press-fitted to the motor rotor shaft 2-1. The outer diameter of the motor bushing 2-9 meets the technical requirements for surface roughness and coaxiality tolerances. These features, in conjunction with the motor sealing ring 2-8, achieve isolation and sealing. The motor rotor 2-6 is fixed to the motor rotor shaft 2-1 by tightening the motor rotor locking nut 2-5. The motor stator 2-7 is mounted on and fixed to the inner wall of the main housing 4-1. The motor gear is fixedly connected to the motor rotor shaft 2-1 by an interference fit after press fitting. Preferably, the motor gear is heat-fitted during press fitting to increase the interference fit between it and the motor rotor shaft 2-1, thereby obtaining a higher torque transmission capacity.

[0070] The integrated housing 4 includes: main housing 4-1, vent plug, oil filler plug 4-3, plug gasket 4-4, cover bolt 4-5, wheel end cover 4-6, wheel end sealing ring 4-7, bearing cover plate 4-8, six-component sensor 4-9, six-component sensor locking bolt 4-10, load signal acquisition module 4-11, gear ring flange connecting plate 4-12, gear ring 4-13, gear ring locking bolt 4-14, idler wheel 4-15, idler wheel shaft 4-16, idler wheel bearing 4-17, idler wheel retaining ring 4-18, idler wheel shaft locking bolt 4-19, bearing cover plate bolt 4-8, load signal transmission module 4-21, lubrication oil collection groove 4-22, screw 4-23, housing protective cover 4-24, and protective cover bolt 4-25. Among them, the six-component sensor 4-9 is an industrial sensor that, by defining a coordinate system, can simultaneously measure the components in three coordinate axis directions and the torque about these three axes. The six-component sensor 4-9 has a group of strain gauges on its elastic body. Under load, the elastic body deforms, and the strain gauges generate corresponding resistance changes. The values ​​are then read by the voltage difference through a bridge circuit. A vent plug is installed at the upper end of the main housing 4-1 to maintain the internal air pressure; a lubrication plug 4-3 and a plug gasket 4-4 are also installed for adding lubricating oil, and tightening them seals against leakage. The wheel end cover 4-6 is tightened onto the mounting surface of the main housing 4-1 using cover bolts 4-5. The wheel end sealing ring 4-7 is installed in the mounting hole of the wheel end cover 4-6. The lip of the wheel end sealing ring 4-7 mates with the outer circle of the wheel center connecting shaft 1-6. The outer circle meets the technical requirements for surface roughness and coaxiality tolerances to achieve isolation and sealing. The six-component sensor 4-9 is fixedly connected to the gear ring flange connecting plate 4-12 by tightening the six-component sensor locking bolts 4-10. The load signal acquisition module 4-11 is mounted on and fixedly connected to the six-component sensor 4-9 by screws 4-23. The gear ring flange connecting plate 4-12 is fixedly connected to the gear ring 4-13 by tightening the gear ring locking bolts 4-14. The gear ring 4-13 and the idler gear 4-15 achieve transmission through internal meshing. The idler gear 4-15 is mounted on the idler gear shaft 4-16 through the idler gear bearing 4-17 and is axially positioned by the idler gear snap ring 4-18. The idler gear 4-15 and the motor gear achieve transmission through external meshing. The idler gear shaft 4-16 is fixedly connected to the idler gear 4-15 mounting hole in the main housing 4-1 by the idler gear shaft locking bolts 4-19. The bearing cover plate 4-8 is fixedly connected to the bearing seat of the main housing 4-1 by tightening the bearing cover plate bolts 4-8. The load signal transmission module 4-21 is fixedly connected to the module mounting hole in the main housing 4-1 by screws 4-23. The lubrication oil collection groove 4-22 is fixed to the mounting hole of the load signal transmission module 4-21 by screws 4-23.

[0071] like Figure 4As shown, the wheel assembly 1 includes: a tire 1-1, a standard passenger car rim 1-2, a hub bolt 1-3, a hub nut 1-4, a rim logo cover 1-5, a wheel hub connecting shaft 1-6, a double-row tapered roller bearing 1-7, and a retaining ring 1-8. The tire 1-1 is mounted on the standard passenger car rim 1-2, which has mounting holes. The hub bolt 1-3 passes through a six-component sensor 4-9 and the wheel hub connecting shaft 1-6, then through the mounting holes in the standard passenger car rim 1-2 and is tightened to the hub nut 1-4, thus securing the six-component sensor 4-9, the wheel hub connecting shaft 1-6, and the standard passenger car rim 1-2. The double-row tapered roller bearing 1-7 is fixed to the wheel hub connecting shaft 1-6 via an interference fit after press fitting, and the retaining ring 1-8 provides axial positioning of the bearing's inner ring. The rim logo cover plates 1-5 are installed at the wheel center to prevent dust and impact from flying sand and gravel. The logo stamp provides an aesthetically pleasing visual effect.

[0072] like Figure 5 As shown, the braking system 3 includes: a brake disc 3-2, a brake caliper 3-4, a brake disc locking nut 3-1, a brake mounting bracket 3-3, and bracket bolts 3-5. The brake caliper 3-4 is tightened to the brake mounting bracket 3-3 via the bracket bolts 3-5 and is fixedly connected to the motor end cover 2-3 of the integrated housing 4. The brake disc 3-2 is fixedly connected to the motor rotor shaft 2-1 of the drive motor 2 via a spline and tightened with the brake disc locking nut 3-1 to achieve axial positioning and prevent loosening. When the vehicle brakes, the brake caliper 3-4 actuates, clamping the brake disc 3-2 to apply braking torque. This braking torque is then transmitted to the motor rotor shaft 2-1, and the transmission mechanism transfers the braking torque to the wheel assembly 1, ultimately achieving wheel-end braking.

[0073] like Figure 6 As shown, the motor rotor 2-6 of the drive motor 2 is fixedly connected to the motor rotor shaft 2-1 by the motor rotor locking nut 2-5. When the vehicle is running, the output power is driven by the motor rotor shaft 2-1 through the motor gear to the idler wheel 4-15, and then the idler wheel 4-15 drives the gear ring 4-13. The gear ring 4-13 is fixedly connected to the gear ring flange connecting plate 4-12 by the gear ring locking bolt 4-14. The gear ring flange connecting plate 4-12 is fixedly connected to the six-component sensor 4-9 by the six-component sensor locking bolt 4-10. The six-component sensor 4-9 is simultaneously fixedly connected to the wheel center connecting shaft 1-6 and the passenger car standard wheel rim 1-2 by the hub bolt 1-3. This realizes the transmission path of the driving torque from the motor to the wheel end. Preferably, an idler wheel 4-15 is arranged on each side of the motor gear, which can improve the load distribution of the transmission system and make the transmission smoother.

[0074] like Figure 7As shown, both the motor gear and idler wheel 4-15 are partially submerged in lubricating oil, with the oil level as indicated by the plane in the figure. As shown by the arrows, when the vehicle is running, the motor gear drives the idler wheel 4-15 and the gear ring 4-13 to rotate. The lubricating oil at the bottom is agitated to the top by the gear ring 4-13, and then splashes under the influence of gravity and centrifugal force. The lubricating oil collection groove 4-22 features a deep, arc-shaped V-groove. The splashed oil falls into the lubricating oil collection groove 4-22 and flows along the sidewall to the bottom of the V-groove. After the oil collects at the bottom, it flows in streams to the bottom oil passage of the lubricating oil collection groove 4-22, then flows into the guide oil passage of the bearing cover plate 4-8, and finally enters the double-row tapered roller bearing 1-7. The design of this lubrication circuit makes full use of the gear oil churning effect when the wheel-side electric drive system is working. The oil is collected through the lubrication oil collection groove 4-22, and the oil is directionally flowed through the design of features such as oil groove and guide oil passage. This allows the key component, the double-row tapered roller bearing 1-7, to receive targeted lubrication, improves the lubrication effect of the core transmission components, and reduces disorderly splashing of oil during the oil churning process.

[0075] like Figure 8 As shown, the diameter of the inner bore 4-8-1 of the bearing cover plate meets the technical requirements for surface roughness and coaxiality, etc. These characteristics, when used in conjunction with the double-row tapered roller bearing 1-7, ensure smooth operation and a long service life of the bearing. The axial clearance between the bearing cover plate 4-8-2 and the double-row tapered roller bearing 1-7 provides axial protection while ensuring bearing operation, preventing the bearing from shifting and dislodging under axial force. The guide chamfer 4-8-3 in the inner bore of the bearing cover plate serves as a guide during the installation of the double-row tapered roller bearing 1-7, preventing squeezing or jamming between the inner walls from affecting the installation process. The mounting hole 4-8-4 in the bearing cover plate is used to pass through the bolts of the bearing cover plate 4-8 and tighten them to fix it in the bearing seat bolt holes of the main housing 4-1. The oil groove 4-8-5 in the bearing cover plate is used to collect the lubricating oil flowing out of the lubrication oil collection groove 4-22 and allow it to flow into the inner bore 4-8-1 of the bearing cover plate. The bearing cover plate has 4-8-6 reinforcing ribs to improve the rigidity and strength of the cover plate wall, so that it can meet the requirements of bearing fit while being compact and weight-reducing.

[0076] like Figure 9 As shown, the bearing ring groove 1-7-2 is used to receive the lubricating oil flowing out of the bearing cover plate oil groove 4-8-5. After being filled with oil in the radial direction, it flows into the bearing oil port 1-7-1 to form lubrication for the double row tapered roller bearing 1-7.

[0077] like Figure 10As shown, when the vehicle is running, the drive motor 2 outputs power, which is transmitted from the motor rotor shaft 2-1 to the idler wheel 4-15 via the motor gear, and then the idler wheel 4-15 drives the gear ring 4-13 to rotate. The gear ring 4-13 and the gear ring flange connecting plate 4-12 are fixedly connected by gear ring locking bolts 4-14. Eight gear ring locking bolts 4-14 are evenly distributed along the circumference to ensure load distribution and connection stability. The gear ring 4-13 has eight corresponding threaded holes for tightening the gear ring locking bolts 4-14. The end face of the gear ring flange connecting plate 4-12 has eight corresponding flange-sensor mounting through holes 4-12-1, which are countersunk through holes to prevent the bolt head from interfering with the axial direction after tightening. The gear ring flange connecting plate 4-12 is fixedly connected to the six-component sensor 4-9 by six-component sensor locking bolts 4-10. Sixteen six-component sensor locking bolts 4-10 are evenly distributed along the circumference to ensure load distribution and connection stability. The gear ring flange connecting disc 4-12 has 16 threaded holes for tightening the six-component sensor locking bolts 4-10. The outer ring of the six-component sensor 4-9 has 16 corresponding sensor-bolt mounting through holes 4-9-1, which are countersunk holes to prevent axial interference after tightening. The six-component sensor 4-9 is simultaneously fixed to the wheel center connecting shaft 1-6 and the standard passenger car wheel rim 1-2 via hub bolts 1-3, and secured with hub nuts 1-4. Four hub bolts 1-3 are evenly distributed circumferentially to ensure load distribution and connection stability, and to ensure the spatial position of the six-component sensor 4-9 at the wheel center, avoiding initial errors caused by deviation of its physical position from the coordinate system origin. This achieves the transmission path of output torque from the motor to the wheel end. During this power transmission process, the six-component sensor 4-9 has the function of load sensing, realizing the real-time detection of six components, specifically longitudinal force, longitudinal moment (also known as overturning moment), lateral force, lateral moment (also known as rolling moment), vertical force, and vertical moment (also known as righting moment). The measured six-component load electrical signals are transmitted to the load signal acquisition module 4-11, where they are converted by an amplifier circuit. The load signal acquisition module 4-11 is equipped with a Bluetooth communication device for short-range wireless load signal transmission.

[0078] like Figure 11As shown, the load signal transmission module 4-21 is installed to the corresponding position of the main housing 4-1 using screws 4-23. The lubrication oil collection groove 4-22 is installed to the corresponding position of the load signal transmission module 4-21 using screws 4-23. The load signal transmission module 4-21 is equipped with a Bluetooth communication device to receive the wireless signal emitted by the load signal acquisition module 4-11 via Bluetooth and obtain real-time load information. The physical distance between the load signal acquisition module 4-11 and the load signal transmission module does not exceed 0.1m to ensure the stability of the Bluetooth signal and the speed of data transmission. The load signal transmission module 4-21 has a built-in PCB circuit board and a storage chip, and has signal preprocessing functions such as data caching and filtering noise reduction. The processed load signal can be directly read, used, calculated, and stored, and then transmitted to the vehicle controller.

[0079] like Figure 12 As shown, the vent plug is installed onto the end face of the main housing 4-1 through the vent plug mounting threaded hole 4-1-1 in the feature housing, serving to maintain the air pressure inside the cavity. The lubrication plug 4-3 and plug gasket 4-4 are installed onto the end face of the main housing 4-1 through the lubrication plug mounting threaded hole 4-1-2 in the feature housing, used for adding lubricating oil, and sealing against leakage after tightening. The reinforcing rib 4-1-3 is used to improve the rigidity and strength of the main housing 4-1 wall panel, enabling it to meet the requirements for the installation and fit of various components while maintaining a compact and weight-reduced design. The housing protective cover 4-24 is installed into the corresponding position of the housing cover bolt hole through the cover bolt 4-25, providing additional reinforcement and protection for the main housing 4-1, preventing damage to the housing from impacts from foreign objects bouncing from the road surface during driving.

[0080] like Figure 13 As shown, the diameter of the inner bore of the cover has technical requirements for form and position tolerances such as roughness and coaxiality. These characteristics are used in conjunction with the wheel end seal ring 4-7 to achieve isolation and sealing. The cover axial positioning plate 4-6-2 is used for axial positioning and installation of the wheel end seal ring 4-7. The reinforcing rib 4-1-3 is used to improve the rigidity and strength of the wheel end cover 4-6 wall plate, so that it can meet the requirements for seal ring installation and fit while being compact and weight-reducing. The cover bolt mounting seat 4-6-4 is provided with threaded holes for bolt installation and tightening positioning between the cover and the main housing 4-1.

[0081] The present invention also provides a load sensing method, wherein the load signal transmission module 4-21 communicates with the vehicle controller, and the steps are as follows:

[0082] 1) When wheel assembly 1 rotates, drive motor 2 drives gear ring flange connecting plate 4-12 to rotate;

[0083] 2) The six-component sensor 4-9 collects the six-component electrical signals of the load and transmits them to the load signal acquisition module 4-11;

[0084] 3) The load signal acquisition module 4-11 transmits the signal to the load signal transmission module 4-21 via a Bluetooth communication device;

[0085] 4) The load signal transmission module 4-21 processes the load signal and transmits it to the vehicle controller.

[0086] This invention can provide wheel load information, increasing the sources of perception information when the vehicle is in motion (existing intelligent driving perception information sources are usually camera image information and radar detection information, while this invention provides load information), thereby improving the vehicle's intelligence level.

[0087] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A wheel-side electric drive system capable of real-time load sensing, comprising a wheel assembly (1), a drive motor (2), a braking system (3), and an integrated housing (4); the wheel assembly (1) comprises a passenger car standard wheel rim (1-2), a hub connector, and a wheel center connecting shaft (1-6); the integrated housing (4) comprises a main housing (4-1), a gear ring flange connecting plate (4-12), and a gear ring (4-13); Its features are, The wheel assembly (1) also includes a double-row tapered roller bearing (1-7), and the integrated housing (4) also includes a six-component sensor (4-9), a six-component sensor locking component, a load signal acquisition module (4-11), and a load signal transmission module (4-21). The six-component sensor (4-9), the wheel hub connecting shaft (1-6), and the standard passenger car wheel rim (1-2) are connected in sequence via a wheel hub connector; the six-component sensor (4-9) is fixedly connected to the gear ring flange connecting plate (4-12) via a six-component sensor locking component; the gear ring flange connecting plate (4-12) is fixedly connected to the gear ring (4-13); the load signal acquisition module (4-11) is fixedly connected to the six-component sensor (4-9); the load signal transmission module (4-21) is fixedly connected to the main housing (4-1); the six-component sensor (4-9) communicates with the load signal acquisition module (4-11), and the load signal acquisition module (4-11) communicates with the load signal transmission module (4-21); The main housing (4-1) is filled with lubricating oil. The integrated housing (4) also includes a lubricating oil collection groove (4-22), a gear ring (4-13), and a bearing cover plate (4-8). The lubricating oil collection groove (4-22) is a deep arc-shaped V-groove and is fixed to the load signal transmission module (4-21). The lubricating oil is splashed after being agitated by the gear ring (4-13) and falls into the lubricating oil collection groove (4-22). After being collected, it flows into the double-row tapered roller bearing (1-7) through the bearing cover plate (4-8). The integrated housing (4) further includes an idler wheel (4-15), an idler wheel shaft (4-16), an idler wheel bearing (4-17), an idler wheel shaft locking bolt (4-19), a bearing cover plate (4-8), and a bearing cover plate bolt. The idler wheel (4-15) is mounted on the idler wheel shaft (4-16) via the idler wheel bearing (4-17). The idler wheel shaft (4-16) is fixedly connected to the main housing (4-1) via the idler wheel shaft locking bolt (4-19). The bearing cover plate (4-8) is fixedly connected to the bearing seat of the main housing (4-1) via the bearing cover plate bolt. The gear ring (4-13) and the idler gear (4-15) achieve transmission through internal meshing; The idler wheel (4-15) and the motor gear achieve transmission through external meshing.

2. The wheel-side electric drive system capable of real-time load sensing according to claim 1, characterized in that, The system also includes a Bluetooth communication module. The six-component sensor (4-9) is installed at the wheel center of the wheel assembly (1). The distance between the load signal acquisition module (4-11) and the load signal transmission module (4-21) is no more than 0.1m, and they communicate through the Bluetooth communication module.

3. The wheel-side electric drive system capable of real-time load sensing according to claim 1, characterized in that, The double-row tapered roller bearing (1-7) is provided with a bearing ring groove (1-7-2) and a bearing oil port (1-7-1). The bearing cover plate (4-8) is provided with a guide oil passage. The lubricating oil in the guide oil passage flows into the bearing ring groove (1-7-2). After the bearing ring groove (1-7-2) is filled with lubricating oil in the radial direction, the lubricating oil flows into the bearing oil port (1-7-1).

4. The wheel-side electric drive system capable of real-time load sensing according to claim 1, characterized in that, The drive motor (2) includes a motor rotor shaft (2-1), a motor end cover (2-3), and a motor gear. The motor gear is press-fitted onto the motor rotor shaft (2-1) by a heat fitting process, and the motor end cover (2-3) is bolted to the end face of the main housing (4-1).

5. A wheel-side electric drive system capable of real-time load sensing according to claim 1, characterized in that, The integrated housing (4) further includes a wheel end cover (4-6) and a wheel end sealing ring (4-7). The wheel end cover (4-6) is installed on the main housing (4-1) and is provided with reinforcing ribs (4-1-3) and a cover axial positioning plate (4-6-2). The cover axial positioning plate (4-6-2) and the wheel end sealing ring (4-7) are installed together.

6. A wheel-side electric drive system capable of real-time load sensing according to claim 1, characterized in that, The integrated housing (4) further includes a housing protective cover (4-24), which is mounted on the main housing (4-1).

7. A wheel-side electric drive system capable of real-time load sensing according to claim 1, characterized in that, The braking system (3) includes a brake disc (3-2), a brake caliper (3-4), a brake disc locking nut (3-1), a brake mounting bracket (3-3), and a bracket bolt (3-5). The drive motor (2) includes a motor rotor shaft (2-1) and a motor end cover (2-3). The brake disc (3-2) and the motor rotor shaft (2-1) are fixedly connected by a spline and tightened by the brake disc locking nut (3-1). The brake caliper (3-4) and the brake mounting bracket (3-3) are tightened and fixedly installed inside the motor end cover (2-3) by the bracket bolt (3-5).

8. A load sensing method for a wheel-side electric drive system capable of real-time load sensing as described in claim 1, characterized in that, This method also employs a vehicle controller, specifically including the following steps: In step S1, when the wheel assembly (1) rotates, the drive motor (2) drives the gear ring flange connecting plate (4-12) to rotate; Step S2: The six-component sensor (4-9) collects the six-component electrical signals of the load and transmits them to the load signal acquisition module (4-11). Step S3: The load signal acquisition module (4-11) transmits the signal to the load signal transmission module (4-21). In step S4, the load signal transmission module (4-21) processes the load signal and transmits it to the vehicle controller.

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