Double-swing-arm type dynamic self-locking angle module

Abstract

The invention discloses a double-swing-arm type dynamic self-locking angle module in the technical field of motors. The double-swing-arm type dynamic self-locking angle module comprises a hub module, a suspension damping double-swing-arm module, a composite speed reducing and torque increasing module, an electric control module, a steering module, a transition cavity and a transition cavity upper cover plate. The hub module comprises a wheel assembly, a motor bearing and a hub motor shaft; the composite speed reducing and torque increasing module comprises a driving motor, a first gear, a worm, a second gear, a third gear, a worm gear, a motor shell, a bearing hole, a motor speed detecting device, a locking mechanism and a motor shell rear end cover. The steering module comprises a first steering body, a second steering body and a steering motor; the suspension damping double-swing-arm module comprises swing arms and damping springs. The device is compact in structure and small in size occupied space, and a large available space is reserved for the design of a vehicle body; the structural strength is high, and the stability is good; the steering response time is short, and the steering performance is good.

Description

Technical Field

[0001] The present invention relates to a wheel hub motor device in the field of motor technology, in particular to a double swing arm type dynamic self-locking angle module comprising a suspension shock absorption double swing arm module and a composite deceleration and torque increasing module. Background Art

[0002] The wheel hub motor technology is also known as the in-wheel motor technology. Its biggest feature is that the power, transmission and braking devices are integrated into the wheel hub, thus greatly simplifying the mechanical part of the electric vehicle. The wheel hub motor technology is not a new thing. As early as 1900, electric vehicles equipped with wheel hub motors on the front wheels were manufactured. In the 1970s, this technology was applied in fields such as mining transport vehicles. As for the wheel hub motors used in passenger cars, Japanese manufacturers started the research and development of this technology earlier and are currently in a leading position. International auto giants including General Motors and Toyota have also been involved in this technology. For traditional vehicles, clutches, transmissions, drive shafts, differentials and even transfer cases are indispensable. These components are not only heavy and make the structure of the vehicle more complicated, but also require regular maintenance and have a high failure rate. However, the wheel hub motor solves this problem very well. In addition to a simpler structure, vehicles driven by wheel hub motors can achieve better space utilization and much higher transmission efficiency.

[0003] In the prior art, wheel hub motors have been widely used in automobiles. In the field of vehicle technology, the wheel hub motor corner module is developing towards integration and multifunctionality, integrating the drive system, brake system, suspension system and steering system into an integrated module assembly. Each corner module can rotate independently, and its application prospects are relatively broad. However, in the prior art, its design is not very good. For example, in terms of structural design, it is impossible to improve the structural load-bearing reliability and impact resistance reliability; at the same time, it is also impossible to make a delicate and meticulous arrangement to minimize the occupied space to release the use space in the car; at the same time, it is also impossible to add special structural designs to cope with different working conditions. Summary of the invention

[0004] In view of the deficiencies in the prior art, the present invention proposes a double swing arm type dynamic self-locking angle module, which has a compact structure and occupies a small space, leaving a large available space for the design of the vehicle body; at the same time, it has high structural strength and good stability; its steering response time is short and the steering performance is good.

[0005] The present invention is realized through the following technical scheme: the present invention includes a wheel hub module, a suspension shock absorption double swing arm module, a compound deceleration and torque increasing module, an electronic control module, a steering module, a transition cavity, and a transition cavity upper cover plate; the wheel hub module includes a wheel assembly, a motor bearing, and a wheel hub motor shaft, one end of the wheel hub motor shaft is fixed together with the wheel assembly, and the motor bearing is nested on the wheel hub motor shaft; the compound deceleration and torque increasing module includes a drive motor, a first gear, a worm, a second gear, a third gear, a worm wheel, a motor housing, a bearing hole, a motor speed detection device, a locking mechanism, and a rear end cover of the motor housing, the rear end cover of the motor housing is connected to the motor housing, the bearing hole is arranged on the side wall of the motor housing, the drive motor, the first gear, the worm, the second gear, the third gear, the worm wheel, and the motor speed detection device are all arranged in a cavity surrounded by the rear end cover of the motor housing and the motor housing, the second gear is arranged at one end of the worm wheel, the third gear is arranged in the middle part of the worm wheel, and the output gear of the drive motor The wheel is meshed with the first gear, the first gear is meshed with the second gear, the outer gear of the worm wheel is meshed with the third gear, the motor bearing is arranged in the bearing hole, the other end of the wheel hub motor shaft is meshed with the inner gear of the worm wheel and is locked by a locking mechanism; the transition chamber and the transition chamber upper cover are connected together, the electronic control module and the steering module are arranged in the transition chamber and the cavity surrounded by the transition chamber and the transition chamber upper cover; the steering module includes a first steering body, a second steering body, and a steering motor, the connecting gear of the first steering body is meshed with the connecting gear of the second steering body, the output shaft of the steering motor is connected with the input mechanism of the second steering body, the connecting plate at the upper end of the first steering body is connected with the vehicle body, and the second steering body is fixed with the shell of the transition chamber; the suspension shock-absorbing double swing arm module includes a swing arm and a shock-absorbing spring, the upper end of the swing arm is hinged to the side wall of the transition chamber, the upper and lower ends of the swing arm are hinged to the side wall of the motor housing, and the shock-absorbing spring is nested in the periphery of the swing arm.

[0006] Furthermore, in the present invention, the number of the swing arm and the number of the shock absorbing spring are both one.

[0007] In the present invention, the drive motor is used as a drive unit to provide driving force to the wheels. The rotational power of the drive motor is transmitted to the hub motor shaft through a composite speed reduction and torque increase module (parallel shaft speed reduction + worm gear speed reduction), and then transmitted to the wheels to realize the rotation of the angle module.

[0008] The double swing arm (the swing arm is integrated into the drive motor housing and the transition cavity) + shock-absorbing structure is connected to the drive unit as a suspension unit to realize the force and steering torque transmission between the wheel and the frame, and to buffer the impact force transmitted to the frame or body by the uneven road surface, and attenuate the vibration caused thereby.

[0009] The compound deceleration and torque-increasing module consists of parallel shaft deceleration + worm gear deceleration, which drives the motor output (including torque and speed) through a certain reduction ratio to achieve the output torque and driving speed required by the vehicle. The service brake and parking brake are realized due to the self-locking function of the worm gear itself, which can be regarded as dynamic braking.

[0010] The electronic control module mainly monitors the drive motor and steering motor, and records and diagnoses various events. It ensures that the steering module operates stably, efficiently and safely. The steering system uses an independent drive motor and gear set structure, one end of which is connected to the body and the other end is connected to the suspension unit. Its function is to adjust the steering angle of the wheel and realize the large-angle steering function.

[0011] Compared with the prior art, the beneficial effects of the present invention are as follows: the present invention has a compact structure and occupies a small space, leaving a large available space for the design of the vehicle body; at the same time, the structure has high strength and good stability; its steering response time is short and the steering performance is good. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a schematic diagram of the three-dimensional structure of an embodiment of the present invention; Figure 2 A front view of an embodiment of the present invention; Figure 3 A side view of an embodiment of the present invention; Figure 4 An exploded view of parts of an embodiment of the present invention; Figure 5 for Figure 4 A partial enlarged view of the upper part; Figure 6 for Figure 4 A partial enlarged view of the left end; Figure 7 for Figure 4 A partial enlarged view of the right end; In the figure, 1, wheel hub module, 2, suspension shock absorption double swing arm module, 3, compound deceleration and torque increase module, 4, electronic control module, 5, steering module, 6, transition chamber, 7, transition chamber upper cover, 101, wheel assembly, 102, motor bearing, 103, wheel hub motor shaft, 201, swing arm, 202, shock absorption spring, 301, drive motor, 302, first gear, 303, worm, 304, second gear, 305, third gear, 306, worm wheel, 307, motor housing, 308, bearing hole, 309, motor speed detection device, 310, locking mechanism, 311, rear end cover of motor housing, 501, first steering body, 502, second steering body, 503, steering motor. DETAILED DESCRIPTION

[0013] In order to make the contents of the present invention easier to understand, the technical solutions of the present invention are further explained below in combination with specific implementation methods. The examples are only used to illustrate the present invention, but the present invention is not limited to the contents. Example

[0014] like Figures 1 to 7 As shown, the present invention includes a wheel hub module 1, a suspension shock absorption double swing arm module 2, a compound deceleration and torque increase module 3, an electronic control module 4, a steering module 5, a transition cavity 6, and a transition cavity upper cover 7; the wheel hub module 1 includes a wheel assembly 101, a motor bearing 102, and a hub motor shaft 103, one end of the hub motor shaft 103 is fixed to the wheel assembly 101, and the motor bearing 102 is nested on the hub motor shaft 10; the compound deceleration and torque increase module 3 includes a drive motor 301, a first gear 302, a worm 303, a second gear 304, a third gear 305, a worm wheel 306, a motor housing 307, and a bearing hole 308. , a motor speed detection device 309, a locking mechanism 310, a motor housing rear end cover 311, the motor housing rear end cover 311 is connected to the motor housing 307, the bearing hole 308 is arranged on the side wall of the motor housing 307, the drive motor 301, the first gear 302, the worm 303, the second gear 304, the third gear 305, the worm wheel 306, and the motor speed detection device 309 are all arranged in a cavity surrounded by the motor housing rear end cover 311 and the motor housing 307, the second gear 304 is arranged at one end of the worm wheel 306, the third gear 305 is arranged in the middle of the worm wheel 306, and the drive motor The output gear of 301 is meshed with the first gear 302, the first gear 302 is meshed with the second gear 304, the outer gear of the worm gear 306 is meshed with the third gear 305, the motor bearing 102 is arranged in the bearing hole 308, the other end of the hub motor shaft 103 is meshed with the inner gear of the worm gear 306 and locked by the locking mechanism 310; the transition chamber 6 and the transition chamber upper cover plate 7 are connected together, the electric control module 4 and the steering module 5 are arranged in the cavity surrounded by the transition chamber 6 and the transition chamber upper cover plate 7; the steering module 5 includes a first steering body 501, a second steering body 502, and a steering motor 503, the connecting gear of the first steering body 501 is meshed with the connecting gear of the second steering body 502, the output shaft of the steering motor 503 is connected with the input mechanism of the second steering body 502, the connecting plate at the upper end of the first steering body 501 is connected with the vehicle body, and the second steering body 502 is fixed with the shell of the transition chamber 6; the suspension shock-absorbing double swing arm module 2 includes a swing arm 201 and a shock-absorbing spring 202, the upper end of the swing arm 201 is hinged with the side wall of the transition chamber 6, the upper and lower ends of the swing arm 201 are hinged with the side wall of the motor housing 307, and the shock-absorbing spring 202 is nested in the periphery of the swing arm 201. The number of the swing arm 201 and the shock-absorbing spring 202 is one.

[0015] In the implementation process of the present invention, the gear mechanism of the composite deceleration and torque increase module 3 and the drive motor 301 share a cavity, realizing high integration of functional parts, compact spatial structure, and lightweight design; part of the cooling oil is injected into the shared cavity, and the outer shell of the cavity increases the surface area design, which is oil cooling + natural air cooling, realizing the heat dissipation of the drive motor 301 and mechanical rotating parts. The steering module 5 and the electronic control module 4 are both integrated in the transition cavity, and the composite deceleration and torque increase module 3 is connected to the wheel assembly 101 through the hub bearing frame.

[0016] The drive motor 301 transmits the speed and torque to the worm 303 after deceleration and torque increase through the parallel shaft gear set on the left side of the motor shaft. A speed detection module 309 is arranged on the right side of the drive motor 301 for detecting the operation of the drive motor 301. The speed detection module is arranged separately in another sealed cavity to ensure the safety of the detection element (no oil, no mechanical wear and flying debris). After deceleration and torque increase by the worm gear mechanism, the speed and torque are transmitted to the hub motor shaft 103, and the hub motor shaft 103 drives the wheel to rotate. The suspension shock absorption double swing arm module 2 is connected to the motor housing 307 at the bottom and the transition chamber 6 at the top, and the steering module 5 is installed in the transition chamber. The electronic control module 4 is integrated in the transition chamber 6 and shares a cavity with the steering module 5.

[0017] The steering module 5 includes a first steering body 501 fixed to the vehicle frame, a second steering body 502 fixed to the housing bracket, and the second steering body 502 includes a steering motor 503 and a gear set. The steering module 5 is used to rotate the second steering body 502 relative to the first steering body 501, thereby changing the direction of the wheel. The steering module 5 includes an independent drive motor 503, which is then transmitted to the first steering body 501 after deceleration and torque increase through a parallel gear reduction group.

[0018] The above description is only a preferred embodiment of the present invention. Any equivalent changes and modifications made by any technician familiar with the profession within the scope of the patent application of the present invention also belong to the scope covered by the claims attached to the present invention.

Claims

1. A double swing arm type dynamic self-locking angle module, comprising a hub module (1), characterized in that: It also includes a suspension shock-absorbing double swing arm module (2), a compound deceleration and torque-increasing module (3), an electronic control module (4), a steering module (5), a transition chamber (6), and a transition chamber upper cover plate (7); The wheel hub module (1) comprises a wheel assembly (101), a motor bearing (102), and a wheel hub motor shaft (103); one end of the wheel hub motor shaft (103) is fixed to the wheel assembly (101), and the motor bearing (102) is nested on the wheel hub motor shaft (103); The composite deceleration and torque-increasing module (3) comprises a driving motor (301), a first gear (302), a worm (303), a second gear (304), a third gear (305), a worm wheel (306), a motor housing (307), a bearing hole (308), a motor speed detection device (309), a locking mechanism (310), and a motor housing rear end cover (311); the motor housing rear end cover (311) is connected to the motor housing (307); the bearing hole (308) is arranged on a side wall of the motor housing (307); the driving motor (301), the first gear (302), the worm (303), the second gear (304), the third gear (305), the worm wheel (306), the motor speed detection device (309), a locking mechanism (310), and a motor housing rear end cover (311); The detection devices (309) are arranged in a cavity enclosed by the rear end cover (311) of the motor housing and the motor housing (307); the second gear (304) is arranged at one end of the worm gear (306); the third gear (305) is arranged at the middle of the worm gear (306); the output gear of the drive motor (301) is meshed with the first gear (302); the first gear (302) is meshed with the second gear (304); the outer gear of the worm gear (306) is meshed with the third gear (305); the motor bearing (102) is arranged in the bearing hole (308); the other end of the hub motor shaft (103) is meshed with the inner gear of the worm gear (306) and is locked by a locking mechanism (310); The transition chamber (6) and the transition chamber upper cover plate (7) are connected together, and the electric control module (4) and the steering module (5) are arranged in a cavity surrounded by the transition chamber (6) and the transition chamber upper cover plate (7); the steering module (5) comprises a first steering body (501), a second steering body (502), and a steering motor (503); the connecting gear of the first steering body (501) is meshed with the connecting gear of the second steering body (502); the output shaft of the steering motor (503) is connected with the input mechanism of the second steering body (502); the connecting plate at the upper end of the first steering body (501) is connected with the vehicle body; and the second steering body (502) is fixed to the shell of the transition chamber (6); The suspension shock-absorbing double swing arm module (2) comprises a swing arm (201) and a shock-absorbing spring (202); the upper end of the swing arm (201) is hinged to the side wall of the transition chamber (6); the upper and lower ends of the swing arm (201) are hinged to the side wall of the motor housing (307); and the shock-absorbing spring (202) is nested on the periphery of the swing arm (201).

2. The double swing arm dynamic self-locking angle module according to claim 1 is characterized in that The number of the swing arm (201) and the number of the shock absorbing spring (202) are both one.

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