A hub drive system with an integrated continuously variable transmission and clutch

Abstract

The embodiment of the application discloses a hub driving system with built-in stepless speed changer and clutch, comprising a pulley variable-diameter device, a tensioning device, a hub, and a steel wire toothed belt, wherein the variable-diameter device and the tensioning device are arranged in the hub; the variable-diameter device comprises an input shaft, four fork arms, a cross slide rail, a variable-diameter electric cylinder, and four pulley devices, the four fork arms are rotatably connected to one side of the pulley devices at the tail ends, and the head ends are hingedly connected to the rear end of the input shaft, the variable-diameter electric cylinder is arranged between the center of the cross slide rail and the tail end of the input shaft, and the other side of the pulley device is slidably arranged on the cross slide rail. The stepless speed reducer can be realized in the hub space, and the clutch is integrated on the basis, the power can be disconnected from the mechanical transmission, and the danger caused by the failure of the electric door can be avoided to a certain extent.

Description

Technical Field

[0001] This invention relates to a drive device, and more particularly to a hub drive system with a built-in continuously variable transmission and clutch. Background Technology

[0002] The automotive industry and reducers have been among the main development directions in China in recent years, and continuously variable transmissions (CVTs), as key automotive components, have also received significant attention from the industry. Given the specific needs of both traditional and new energy vehicles for optimizing the space in the middle of the vehicle body, innovative design and integration of reducers, clutches, and other components have become inevitable trends. Currently, the CVTs used in traditional energy vehicles mainly employ a steel belt with variable diameter conical pulleys. The variable diameter conical pulleys compress the steel belt to change the diameter of the driving and driven pulleys, thus changing the reduction ratio. However, the steel belt and conical pulleys still have a certain span, inevitably occupying a considerable amount of vehicle body space. New energy vehicles generally use fixed transmission ratios, typically located between the motor and wheel output shafts, also occupying some space in the middle of the vehicle body. Achieving CVTs in new energy vehicles is even more challenging; high-torque electric sports cars often use high-performance large motors or multiple motors, resulting in lower fuel economy. Integrating a clutch into electric vehicles is also of great significance. Most electric vehicles lack a clutch, meaning that in the event of ignition failure, power is continuously output to the wheels, potentially leading to safety accidents. Electric vehicles integrate a clutch that can mechanically disconnect power when braking is needed. Even if the vehicle's ignition fails, it cannot output torque to the wheels, thus enabling braking. Summary of the Invention

[0003] The technical problem to be solved by the embodiments of the present invention is to provide a hub drive system with a built-in continuously variable transmission and clutch, which can simultaneously achieve the purpose of speed change and clutch engagement.

[0004] To solve the above-mentioned technical problems, this invention provides a hub drive system with a built-in continuously variable transmission and clutch, characterized in that it includes a pulley diameter changing device (100), a tensioning device (200), a hub (300), and a toothed belt (270), wherein the diameter changing device (100) and the tensioning device (200) are both disposed inside the hub; the pulley diameter changing device includes an input shaft (110), four forks, a cross slide rail (170), a diameter changing electric cylinder (140), and four pulley devices (150). The ends of the fork arms are rotatably connected to one side of the pulley device, and the head end is hinged to the rear end of the input shaft. The variable diameter electric cylinder is located between the center of the cross slide rail and the end of the input shaft. The other side of the pulley device is slidably mounted on the cross slide rail. The inner ring of the hub (300) is provided with internal teeth. The steel wire toothed belt is engaged with the internal teeth through the tensioning device. The pulley device is driven by the steel wire toothed belt. The pulley device includes a brake motor and a pulley. The pulley is located at the output end of the brake motor. The input shaft and the output shaft of the power motor are connected by at least a universal joint.

[0005] The tensioning device (200) includes two adjustable tensioning devices (210), a tension adjustment electric cylinder (220), a mounting plate (230), a fixed tensioning device (240), and a frame connector (260). There are two adjustable tensioning devices, which are hinged to the tensioning device mounting plate. The tension adjustment electric cylinder is hinged to the two adjustable tensioning devices respectively to control the included angle between them. The fixed tensioning device (240) is fixedly installed on the frame connector to partially fix and press the steel wire toothed belt onto the inner teeth. The mounting plate is fixedly installed on the frame connector.

[0006] The fixed tensioning device (240) includes a bracket and at least two fixed pressure rollers disposed on the bracket. The fixed pressure rollers are slidably disposed on the bracket and are provided with springs between them and the bracket.

[0007] At least one of the adjustable tensioning devices (210) has a connecting rod with a radial groove, one end of the tensioning adjustment cylinder is hinged to one, and the other end is slidably disposed in the groove.

[0008] Among them, the ends of the connecting rods of the two adjustable tensioning devices (210) are provided with adjusting pressure rollers, and springs are provided between the adjusting pressure rollers and the ends of the connecting rods. The toothed steel belt is attached to the inner teeth through the fixed pressure roller and the adjusting pressure roller. The pulley device is used for partial transmission of the toothed steel belt between the two adjustable tensioning devices (210).

[0009] Implementing the embodiments of the present invention has the following beneficial effects: The continuously variable transmission integrated into the wheel hub and the integrated clutch of the present invention enable controllable power input and output, providing good safety and effectively saving space in the middle of the vehicle body. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the overall structure; Figure 2 This is a schematic diagram of a pulley diameter changing device; Figure 3 This is a schematic diagram of an explosion of a tensioning device; Figure 4 This is a schematic diagram of a pulley system. Detailed Implementation

[0011] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings.

[0012] like Figure 1 As shown, a hub drive system with a built-in continuously variable transmission and clutch according to an embodiment of the present invention mainly consists of the following parts: The pulley diameter changing device 100 has an input end for power supply, which can drive the toothed belt at the end.

[0013] Tensioning device 200, which can tension the toothed steel wire belt of the transmission.

[0014] The hub 300 has a toothed steel wire belt fixedly installed on its inner wall, which drives the hub and wheel to rotate.

[0015] like Figure 2 The diagram shown is an exploded view of the pulley diameter changing device 100. 110 is the input shaft, 120 is the fork arm, 130 is the double-sided tapered roller bearing, 140 is the diameter changing electric cylinder, 150 is the pulley device, 160 is the linear slider, and 170 is the cross slide rail.

[0016] The input shaft 110 is connected to the output shaft of the power motor via at least a universal joint, allowing its position to move axially along the variable diameter electric cylinder 140. There are four fork arms 120, one end of which is hinged to a corresponding hole on the input shaft 110, and the other end is hinged to a corresponding hole on the pulley assembly 150. Four linear sliders 160 are axially hinged to the pulley assembly 150, and each group is nested on a cross slide rail 170. The cross slide rail 170 is fixed relative to the frame, so the variable diameter electric cylinder 140 can push the input shaft 110, causing the pulley assembly 150 to slide towards the center. The other side of the pulley assembly 150 slides along the cross slide rail 170, thus achieving a change in diameter around the circumference of the four pulleys.

[0017] like Figure 3The diagram shown is an exploded view of the tensioning device 200, where 210 is an adjustable tensioning device, 220 is a tensioning adjustment electric cylinder, 230 is a tensioning device mounting plate, 240 is a fixed tensioning device, 250 is a limit fork, 260 is a frame connector, and 270 is a toothed steel wire belt for transmission.

[0018] Two adjustable tensioning devices 210 are hinged to the tensioning device mounting plate. Each of the two adjustable tensioning devices 210 has a toothed wheel at its hinge point, allowing their roots to mesh and rotate at a symmetrical angle. Symmetrical oscillation is achieved through gear meshing. Tensioning adjustment cylinders 220 are hinged to the two adjustable tensioning devices 210 respectively. Therefore, the linear motion output by the adjustable tensioning devices 210 can control the included angle between them, maintaining a certain tension on the transmission wire toothed belt 270. Furthermore, during speed changes, the number of teeth effectively meshing between the transmission wire toothed belt 270 and the inner ring of the hub is adjusted.

[0019] The fixing tensioning device 240 is fixedly installed on the frame connector and is used to partially fix and press the steel wire toothed belt onto the internal teeth. The mounting plate is fixedly installed on the frame connector. The fixing tensioning device 240 includes a bracket and at least two fixing pressure rollers 280 disposed on the bracket. The fixing pressure rollers are slidably disposed on the bracket and are provided with springs between them and the bracket.

[0020] The fixed tensioning device 240 is designed to be attached to the end of the wheel hub 300 closest to the ground, thus improving the structural strength of the wheel hub 300 to a certain extent. One end of the frame connector 260 is fixedly connected to the cross rail 170. The limiting fork 250 is fixedly connected to the frame connector 260, and its working end can provide limiting protection for the adjustable tensioning device 210. The fixed tensioning device 240 is fixedly connected to the frame connector 260.

[0021] An adjusting pressure roller 290 is provided at the end of the connecting rod of the two adjustable tensioning devices 210. A spring is provided between the adjusting pressure roller and the end of the connecting rod. The toothed steel belt is attached to the inner tooth through the fixed pressure roller and the adjusting pressure roller. The pulley device partially drives the toothed steel belt between the two adjustable tensioning devices 210.

[0022] like Figure 4 The diagram shown is an exploded view of the pulley device 150, where 151 is the mounting component, 152 is the motor and retaining ring, and 153 is the pulley.

[0023] The brake motor can drive and lock the pulleys. The pulley assembly includes the brake motor and pulleys. When speed change is required, the brake is not engaged, and the pulleys are driven by the variable diameter electric cylinder to slide along the cross rail, thereby adjusting the distance between the four sets of pulley assemblies 150 while the hub diameter remains unchanged, thus adjusting the transmission ratio. When changing the transmission ratio in this way, the toothed belt undergoes topological deformation, which is assisted by the adjustable tensioning device 210 and the tensioning adjustment electric cylinder 220 of the tensioning device 200 to ensure tension. Alternatively, when speed change is required, the pulleys can be driven to rotate. Therefore, the relative linear velocity difference between the belt speed and the rotation speed needs to be deducted when calculating the transmission ratio. Thus, stepless speed regulation can also be achieved by adjusting the pulley rotation speed. When the brake motor is not engaged, it is equivalent to the pulley assembly 150 completely slipping, and the power input and transmission of the toothed belt 270 can be considered completely disconnected. At this time, it is equivalent to the clutch engaging, disconnecting the power. When the pulley device 150 does not slip completely or does not slip at all (engaged operation), the power input does not fully or fully drive the steel wire toothed belt to move. Therefore, by controlling the degree of slippage of the pulley device 150, quasi-flexible start-stop can also be achieved.

[0024] The above description is merely a preferred embodiment of the present invention and should not be construed as limiting the scope of the invention. Therefore, any equivalent variations made in accordance with the claims of the present invention are still within the scope of the present invention.

Claims

1. A hub drive system with a built-in continuously variable transmission and clutch, characterized in that, The system includes a pulley diameter changing device (100), a tensioning device (200), a hub (300), and a toothed steel wire belt (270). The diameter changing device (100) and the tensioning device (200) are both located within the hub. The pulley diameter changing device includes an input shaft (110), four forks, a cross slide rail (170), a diameter changing electric cylinder (140), and four pulley devices (150). The ends of the four forks are rotatably connected to one side of each pulley device, and their heads are hinged to the rear end of the input shaft. The diameter changing electric cylinder is located between the center of the cross slide rail and the end of the input shaft. The other side of each pulley device is slidably mounted on the cross slide rail. The inner ring of the hub (300) has internal teeth, and the toothed steel wire belt is partially engaged with these internal teeth via the tensioning device. The pulley device is connected to the toothed belt drive. The pulley device includes a brake motor and a pulley. The pulley is located at the output end of the brake motor. The tensioning device (200) includes two adjustable tensioning devices (210), a tension adjustment cylinder (220), a tensioning device mounting plate (230), a fixed tensioning device (240), and a frame connector (260). The two adjustable tensioning devices (210) are hinged to the tensioning device mounting plate. The tension adjustment cylinder is hinged to the two adjustable tensioning devices respectively to control the included angle between them. The fixed tensioning device (240) is fixedly installed on the frame connector to partially fix and press the toothed belt onto the inner teeth. The tensioning device mounting plate is fixedly installed on the frame connector.

2. The hub drive system with built-in continuously variable transmission and clutch according to claim 1, characterized in that, There is at least a universal joint drive between the input shaft and the output shaft of the power motor.

3. The hub drive system with built-in continuously variable transmission and clutch according to claim 1, characterized in that, The fixed tensioning device (240) includes a bracket and at least two fixed pressure rollers disposed on the bracket. The fixed pressure rollers are slidably disposed on the bracket and are provided with springs between them and the bracket.

4. The hub drive system with built-in continuously variable transmission and clutch according to claim 3, characterized in that, An adjusting pressure roller is provided at the end of the connecting rod of the two adjustable tensioning devices (210). A spring is provided between the adjusting pressure roller and the end of the connecting rod. The toothed steel belt is attached to the inner tooth through the fixed pressure roller and the adjusting pressure roller. The pulley device is used for partial transmission of the toothed steel belt between the two adjustable tensioning devices (210).

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