Hub motor and engineering vehicle

Abstract

The invention provides a hub motor and an engineering vehicle, the hub motor is configured to provide driving force for the vehicle, and the hub motor comprises a driving motor which comprises a static part and a rotating part rotating relative to the static part; the speed reduction device comprises a power input part in driving connection with the rotating part, a power output part for providing driving force for the vehicle, and a power transmission part which is arranged between the power input part and the power output part and is used for transmitting power of the power input part to the power output part; a connection part connecting the stationary part and the power transmission part; and the load shedding part is arranged between the static part and the power transmission part and is configured to transmit at least part of torque and / or bending moment of the power transmission part to the static part. The engineering vehicle comprises the hub motor. According to the hub motor, the bending moment and / or torque borne by the speed reduction device are / is borne to the static part through the load reduction part, so that the working load borne by the connecting part is reduced.

Description

Technical Field

[0001] The present disclosure relates to the technical field of construction machinery, and particularly relates to a wheel hub motor and an engineering vehicle. Background Art

[0002] Engineering vehicles perform high-load operations in harsh environments such as dusty, sandy, humid or high-temperature environments for a long time. Their large-tonnage characteristics and frequent braking conditions pose severe requirements on the structural reliability, output torque and braking performance of the wheel hub motor.

[0003] Taking a crawler vehicle as an example, the inner end of its wheel hub motor needs to be fixed to the vehicle body, and the outer end is connected to the crawler drive wheel through an output shaft. During operation, the continuous tensile force transmitted by the crawler will cause the outer end of the wheel hub motor to bear a large bending moment load, resulting in the connection structure between the drive motor and the reduction gear being prone to fatigue damage and having a risk of reduced reliability. And if it is in a high-stress state for a long time, the reliability risk of the connection structure will be further exacerbated. At the same time, since a crawler vehicle can only brake two crawler wheels, the wheel hub motor needs to provide a braking torque much higher than that of a conventional vehicle to overcome the inertial impact, and the braking system design of the existing wheel hub motor often fails to match such requirements. Taking a wheeled vehicle as an example, the inner end of its wheel hub motor is fixed to the vehicle body, and the outer end is connected to the wheel through an output shaft. During operation, the outer end of the wheel hub motor bears a large torque load, and the connection structure between the drive motor and the reduction gear of the wheel hub motor is also prone to fatigue damage and has a risk of reduced reliability.

[0004] In addition, the wheel hub motor of the related technology is limited by the enclosed housing structure and the heat accumulation effect under harsh working conditions, and the heat dissipation efficiency of its braking device is relatively low. Especially in a high-temperature environment, the braking performance is easily affected, thereby reducing the service life. Summary of the Invention

[0005] The purpose of the present disclosure is to provide a wheel hub motor and an engineering vehicle, aiming to solve the problem that the reliability of the connection structure between the drive motor and the reduction gear of the wheel hub motor of the engineering vehicle is reduced after long-term use.

[0006] The first aspect of the present disclosure provides a wheel hub motor configured to provide driving force for a vehicle, including:

[0007] A drive motor including a stationary part and a rotating part that rotates relative to the stationary part;

[0008] A reduction gear including a power input part drivingly connected to the rotating part, a power output part providing driving force for the vehicle, and a power transmission part disposed between the power input part and the power output part for transmitting the power of the power input part to the power output part;

[0009] A connecting part connecting the stationary part and the power transmission part; and

[0010] A load reduction part is arranged between the stationary part and the power transmission part and is configured to transmit at least part of the torque and / or bending moment of the power transmission part to the stationary part.

[0011] In the in-wheel motor of some embodiments, the reduction device includes a planetary reduction mechanism, the planetary reduction mechanism includes a sun gear, a planetary gear, a ring gear and a planet carrier, the power input part includes the sun gear, the power output part includes the planetary gear and the planet carrier, the power transmission part includes the ring gear, the planetary gear is mounted on the planet carrier, meshes with the sun gear and the ring gear respectively, and transmits the driving force to the vehicle through the planet carrier.

[0012] In the in-wheel motor of some embodiments,

[0013] The stationary part includes a drive motor housing and a first end cover, the rotating part includes a drive motor rotating shaft arranged in the drive motor housing, and the first end cover is connected to the axial first end of the drive motor housing close to the reduction device along the axis of the drive motor rotating shaft;

[0014] The power transmission part further includes a sleeve, the sleeve is sleeved outside the axle of the sun gear, the axial first end of the sleeve is connected to the ring gear without circumferential rotation, and the axial second end of the sleeve is connected to the first end cover through the connecting part;

[0015] The load reduction part is arranged between the sleeve and the first end cover.

[0016] In the in-wheel motor of some embodiments, the load reduction part includes at least one load reduction piece, wherein,

[0017] The connecting part includes a plurality of threaded connectors connecting the first end cover and the sleeve, the plurality of threaded connectors are arranged at intervals along the circumferential direction of the sleeve, and along the circumferential direction of the sleeve, the load reduction piece is located between two adjacent threaded connectors among the plurality of threaded connectors; and / or

[0018] At least two of the load reduction pieces are arranged at equal angular intervals along the circumferential direction.

[0019] In the in-wheel motor of some embodiments, the axial second end of the sleeve includes a flange, wherein,

[0020] One side of the first end cover away from the ring gear is opposite to one side of the flange close to the ring gear; and / or

[0021] The connecting part connects the first end cover and the flange; and / or

[0022] The load reduction part is arranged between the first end cover and the flange.

[0023] In the hub motor of some embodiments, the load reduction part includes at least one load reduction piece, the load reduction piece axially penetrates through the flange, the hub motor includes a stop part, the stop part is located on the side of the flange away from the first end cover and is fixed relative to the flange, and is configured to block the end of the load reduction piece to limit the movement of the load reduction piece toward the side away from the first end cover.

[0024] In the hub motor of some embodiments, the connecting part includes a plurality of threaded connectors connecting the first end cover and the flange, the stop part includes at least one stop baffle, and the stop baffle is fixedly connected to the flange through the threaded connectors.

[0025] In the hub motor of some embodiments,

[0026] The first end cover includes a first end cover axial mating surface and a first end cover radial mating surface. The side of the first end cover close to the flange includes the first end cover axial mating surface, and the first end cover radial mating surface extends circumferentially and is perpendicularly connected to the first end cover axial mating surface;

[0027] The sleeve includes a sleeve axial mating surface and a sleeve radial mating surface. The side of the flange close to the first end cover includes the sleeve axial mating surface, and the sleeve radial mating surface extends circumferentially and is perpendicularly connected to the sleeve axial mating surface. Wherein, the first end cover axial mating surface is in contact with the sleeve axial mating surface, and the first end cover radial mating surface is in contact with the sleeve radial mating surface.

[0028] In the hub motor of some embodiments, a first sealing device is further included, and the first sealing device is located between the sleeve and the first end cover.

[0029] In the hub motor of some embodiments, the load reduction part includes a pin and / or a key arranged between the stationary part and the power transmission part.

[0030] In the hub motor of some embodiments,

[0031] The reduction device further includes a reduction device housing, and the reduction device housing is fixedly connected to the power output part;

[0032] The hub motor further includes a braking device, the braking device includes a brake disc and brake pads, and the brake disc is fixedly connected to the radial outside of the reduction device housing.

[0033] In the hub motor of some embodiments,

[0034] The gear transmission device includes a planetary reduction mechanism, the planetary reduction mechanism includes a sun gear, planetary gears, a ring gear and a planet carrier, the power input part includes the sun gear, the power output part includes the planetary gears and the planet carrier, the power transmission part includes the ring gear, the planetary gears are mounted on the planet carrier and mesh with the sun gear and the ring gear respectively;

[0035] The reduction gear housing is fixedly connected to the planet carrier and includes a first housing section and a second housing section. The first housing section is located radially outside the axle of the sun gear, and the second housing section is located radially outside the ring gear. The radial dimension of the first housing section is smaller than that of the second housing section, and the brake disc is connected to the outside of the first housing section in the radial direction.

[0036] In the hub motor of some embodiments, the braking device includes:

[0037] Two brake pads, which are respectively located on both axial sides of the brake disc; and

[0038] Two brake calipers, which are connected to the two brake pads in one-to-one correspondence, and the brake calipers are located on the side of the corresponding brake pad facing away from the brake disc.

[0039] In the hub motor of some embodiments,

[0040] The stationary part includes a drive motor housing and a second end cover, and the second end cover is connected to the second axial end of the drive motor housing far from the reduction gear device;

[0041] The rotating part includes a drive motor rotating shaft located in the drive motor housing;

[0042] The drive motor further includes a resolver, and the resolver is located radially along the drive motor rotating shaft between the drive motor rotating shaft and the second end cover.

[0043] A second aspect of the present disclosure provides an engineering vehicle, including:

[0044] The hub motor according to the first aspect of the present disclosure; and

[0045] A wheel or a track wheel, the hub motor is drivingly connected to the wheel or the track wheel and is configured to provide driving force for the wheel or the track wheel.

[0046] Based on the in-wheel motor provided by the present disclosure, by providing a connecting portion to connect the stationary portion of the drive motor and the power transmission portion of the reduction device, and providing a load reduction portion disposed between the stationary portion and the power transmission portion and configured to transmit at least part of the torque and / or bending moment of the power transmission portion to the stationary portion. This in-wheel motor shares the bending moment and / or torque that were originally all transmitted by the connecting portion through the load reduction portion, which is beneficial to reducing the working load borne by the connecting portion, beneficial to increasing the connection reliability, and thus beneficial to reducing the risk of the in-wheel motor being damaged due to the connection failure of the connecting portion after long-term use.

[0047] The engineering vehicle of the present disclosure includes the in-wheel motor of the present disclosure and thus has the advantages of the in-wheel motor of the present disclosure. For example, when the engineering vehicle is a wheeled vehicle, the in-wheel motor is drivingly connected to the wheel and provides driving force for the wheel. The load reduction portion of the in-wheel motor can at least transmit at least part of the torque of the power transmission portion to the stationary portion, which is beneficial to reducing the torque borne by the connecting portion. For another example, when the engineering vehicle is a tracked vehicle, the in-wheel motor is drivingly connected to the track wheel and provides driving force for the track wheel. The load reduction portion of the in-wheel motor can at least transmit at least part of the bending moment of the power transmission portion to the stationary portion, which is beneficial to reducing the bending moment borne by the connecting portion.

[0048] Other features and advantages of the present disclosure will become clear from the following detailed description of the exemplary embodiments of the present disclosure with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The accompanying drawings described herein are used to provide a further understanding of the present disclosure, form a part of this application, and the schematic embodiments and descriptions of the present disclosure are used to explain the present disclosure and do not constitute an improper limitation of the present disclosure. In the drawings:

[0050] Figure 1 is a schematic cross-sectional structure view of the in-wheel motor according to an embodiment of the present disclosure;

[0051] Figure 2 is Figure 1 a schematic structure view of a part of the in-wheel motor shown;

[0052] Figure 3 is Figure 2 an exploded structure view of a part of the in-wheel motor shown.

[0053] Figures 1 to 3 In the figures, each reference numeral represents:

[0054] 1. Driving motor, 101. Driving motor housing, 102. Second end cover, 103. Stator, 104. Rotor, 105. Driving motor rotating shaft, 106. First bearing, 107. Resolver, 108. First end cover, 108A. Axial mating surface of the first end cover, 108B. Radial mating surface of the first end cover, 208A. Axial mating surface of the sleeve, 208B. Radial mating surface of the sleeve;

[0055] 2. Reduction gear, 201. Sun gear, 2011. Shaft, 202. Planet gear, 203. Planet bearing, 204. Shaft, 205. Planet carrier, 206. Reduction gear housing, 2061. First housing section, 2062. Second housing section, 207. Ring gear, 208. Sleeve, 2081. Flange, 2082. Support section, 208a. Groove, 208b. Threaded connection hole, 208c. Load reduction part mounting hole, 209. Second bearing, 214. First sealing device, 210. Second sealing device, 213. Third sealing device, 211. Bolt, 212. Third bearing, 215. Load reduction part, 216. Stop plate, 217. Bolt;

[0056] 3. Braking device, 301. Brake caliper, 302. Brake pad, 304. Brake disc. Detailed implementation manners

[0057] Next, the technical solutions in the embodiments of the present disclosure will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all the embodiments. The description of at least one exemplary embodiment below is actually only illustrative and in no way restrictive of the present disclosure and its application or use. Based on the embodiments in the present disclosure, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present disclosure.

[0058] Unless otherwise specifically stated, the relative arrangements, numerical expressions, and numerical values of the components and steps described in these embodiments do not limit the scope of the present disclosure. At the same time, it should be understood that for the sake of convenience of description, the dimensions of the various parts shown in the drawings are not drawn according to the actual proportional relationship. Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and devices should be regarded as part of the authorization specification. In all the examples shown and discussed here, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that: similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further discussed in the subsequent drawings.

[0059] In the description of the present disclosure, it should be understood that when using terms such as "first" and "second" to limit components, it is only for the convenience of differentiating the corresponding components. Without additional statements, these terms have no special meanings. Therefore, it should not be construed as a limitation on the protection scope of the present disclosure.

[0060] In the description of the present disclosure, it should be understood that the orientation or positional relationship indicated by orientation terms such as "front, rear, upper, lower, left, right", "lateral, vertical, upright, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present disclosure and simplifying the description. Without contrary explanations, these orientation terms do not indicate or imply that the devices or elements referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on the protection scope of the present disclosure; the orientation terms "inside, outside" refer to the inside and outside relative to the contour of each component itself.

[0061] As Figures 1 to 3 shown, an embodiment of the present disclosure provides a hub motor. The hub motor is configured to provide driving force for a vehicle, and includes a driving motor 1, a reduction device 2, a connecting portion, and a load reduction portion. The driving motor 1 includes a stationary portion and a rotating portion that rotates relative to the stationary portion. The reduction device 2 includes a power input portion drivingly connected to the rotating portion, a power output portion that provides driving force for the vehicle, and a power transmission portion disposed between the power input portion and the power output portion for transmitting the power of the power input portion to the power output portion. The connecting portion connects the stationary portion and the power transmission portion. The load reduction portion is disposed between the stationary portion and the power transmission portion and is configured to transmit at least part of the torque and / or bending moment of the power transmission portion to the stationary portion.

[0062] Based on the hub motor provided by the present disclosure, by providing a connecting portion to connect the stationary portion of the driving motor and the power transmission portion of the reduction device, and providing a load reduction portion, the load reduction portion is disposed between the stationary portion and the power transmission portion and is configured to transmit at least part of the torque and / or bending moment of the power transmission portion to the stationary portion. The hub motor shares the bending moment and / or torque that was originally all transmitted by the connecting portion through the load reduction portion, which is beneficial to reducing the working load borne by the connecting portion, beneficial to increasing the reliability of the connection, and thus beneficial to reducing the risk of damage to the hub motor caused by the connection failure of the connecting portion after long-term use of the hub motor.

[0063] As Figure 1As shown, in some embodiments, the speed reduction device 2 includes a planetary speed reduction mechanism. The planetary speed reduction mechanism includes a sun gear 201, planetary gears 202, a ring gear 207, and a planet carrier 205. The power input part includes the sun gear 201, the power output part includes the planetary gears 202 and the planet carrier 205, and the power transmission part includes the ring gear 207. The planetary gears 202 are mounted on the planet carrier 205, mesh with the sun gear 201 and the ring gear 207 respectively, and transmit driving force to the vehicle through the planet carrier 205.

[0064] The planetary speed reduction mechanism is beneficial to speed reduction and torque increase, and is beneficial for the hub motor to achieve large torque output. The planetary gears 202 are mounted on the planet carrier 205, mesh with the sun gear 201 and the ring gear 207 respectively, and transmit driving force to the vehicle through the planet carrier 205. The layout of the sun gear 201, planetary gears 202, planet carrier 205, and ring gear 207 is beneficial to reducing the axial dimension of the speed reduction device 2, beneficial to a compact structure, so as to meet the layout requirements of the narrow space inside the hub motor.

[0065] As Figure 1 As shown, in some embodiments, the stationary part includes a drive motor housing 101 and a first end cover 108. The rotating part includes a drive motor rotating shaft 105 disposed inside the drive motor housing 101. The first end cover 108 is connected to the axial first end of the drive motor housing 101 along the axis of the drive motor rotating shaft 105 close to the axial first end of the speed reduction device 2. The power transmission part further includes a sleeve 208. The sleeve 208 is sleeved outside the axle 2011 of the sun gear 201. The axial first end of the sleeve 208 is non-rotationally connected to the ring gear 207 in the circumferential direction. The axial second end of the sleeve 208 is connected to the first end cover 108 through a connecting part. The load reduction part is disposed between the sleeve 208 and the first end cover 108.

[0066] The sleeve 208 transmits the load borne by the ring gear 207 to the drive motor housing 101. This structural arrangement forms a path from the power output part to the ring gear 207, then to the sleeve 208, then to the load reduction part and the connection part, then to the stationary part, and finally to the vehicle body when the circumferential torque or bending moment generated by the reduction gear 2 at the power output part due to providing driving force for the vehicle is transmitted to the vehicle body. As a rigid connection member, the sleeve 208 is conducive to ensuring the structural rigidity between the ring gear 207 and the drive motor housing 101, effectively suppressing the radial vibration generated by the meshing of the planet gears 202 and the ring gear 207, and improving the transmission stability of the reduction gear 2. On the other hand, one side of the sleeve 208 is connected to the ring gear 207, and the other side is connected to the first end cover 108 through the connection part, which is conducive to realizing the modular docking of the reduction gear 2 and the drive motor 1, achieving the overall installation after the independent assembly of the reduction gear 2, reducing the difficulty of assembly alignment, and facilitating the quick disassembly, replacement and maintenance in the later stage. The connection part and the load reduction part are arranged at the second axial end of the sleeve 208, so that the connection position between the reduction gear 2 and the drive motor 1 is far from the meshing position of the planetary reduction mechanism, which is conducive to improving the transmission stability of the planetary reduction mechanism.

[0067] As Figures 1 to 3 shown, in some embodiments, the load reduction part includes at least one load reduction member 215. Among them, the connection part includes a plurality of threaded connecting members connecting the first end cover 108 and the sleeve 208. The plurality of threaded connecting members are arranged at intervals along the circumferential direction of the sleeve 208. Along the circumferential direction of the sleeve 208, the load reduction member 215 is located between two adjacent threaded connecting members among the plurality of threaded connecting members.

[0068] The load reduction member 215 is arranged between two adjacent threaded connecting members among the plurality of threaded connecting members, which is conducive to improving the bearing capacity of the torque and bending moment between the threaded connecting members, absorbing the stress fluctuation between adjacent threaded connecting members, avoiding the loosening of the threaded connecting members due to bearing torque and bending moment, and thus effectively improving the connection strength of the threaded connecting members.

[0069] As Figure 2 and Figure 3 shown, in some embodiments, at least two load reduction members 215 are arranged at equal angular intervals along the circumferential direction.

[0070] The equal-angle arrangement makes each load reduction member 215 form a symmetric couple in the circumferential direction, and evenly decomposes the torque into multiple equivalent torque components. When transmitting torque, each load reduction member 215 bears an equal amount of torque component, which is conducive to avoiding local overload.

[0071] As Figures 1 to 3As shown, in some embodiments, the axial second end of the sleeve 208 includes a flange 2081. The side of the first end cap 108 away from the ring gear 207 is opposite to the side of the flange 2081 close to the ring gear 207; and / or the connecting portion connects the first end cap 108 and the flange 2081; and / or the load-reducing portion is disposed between the first end cap 108 and the flange 2081.

[0072] The side of the first end cap 108 away from the ring gear 207 is opposite to the side of the flange 2081 close to the ring gear 207. The sleeve 208 and the first end cap 108 can be assembled from the side of the first end cap 108 away from the reduction gear 2, reducing the space occupied by the connecting portion itself and its installation space on the side of the reduction gear 2, which is beneficial to the overall compact structure of the in-wheel motor.

[0073] The flange 2081 forms a thrust surface for the axial installation of the sleeve 208, providing axial positioning for the assembly of the sleeve 208 and the first end cap 108, and is also beneficial to providing installation positions for the connecting portion and the load-reducing portion. In addition, setting the flange 2081 is beneficial to evenly distributing, for example, the bolt pre-tightening force or welding stress of the connecting portion to the circumferential direction of the sleeve 208, which is beneficial to avoiding cracking of the sleeve 208 due to stress concentration at a local part.

[0074] As Figures 1 to 3 shown, in some embodiments, the load-reducing portion includes at least one load-reducing member 215, and the load-reducing member 215 axially penetrates the flange 2081. The in-wheel motor includes a stop portion. The stop portion is located on the side of the flange 2081 away from the ring gear 207 and is fixed relative to the flange 2081, and is configured to block the end of the load-reducing member 215 to limit the movement of the load-reducing member 215 toward the side away from the first end cap 108.

[0075] The stop portion is beneficial to preventing the load-reducing member 215 from axially shifting, thereby being beneficial to maintaining the load-reducing effect of the load-reducing member 215.

[0076] As Figure 1 shown, in some embodiments, the sleeve 208 further includes a cylindrical section and a support section 2082. The axial first end of the cylindrical section is connected to the ring gear 207, and the axial second end of the cylindrical section is connected to the support section 2082. The support section 2082 is axially located between the flange 2081 and the cylindrical section. The support section 2082 includes a mating section that mates with the hole wall of the central through hole of the first end cap 108 and a transition section whose cross section gradually increases from the direction close to the cylindrical section to the direction away from the cylindrical section.

[0077] The support section 2082 is beneficial to improving the structural strength of the sleeve 208 and the connection stability with the first end cap 108, thereby being beneficial to improving the stability of torque transmission.

[0078] As Figure 2 and Figure 3As shown, in some embodiments, the flange 2081 includes a threaded connection hole 208b and a load-reducing member mounting hole 208c. The load-reducing member mounting holes 208c are provided in one-to-one correspondence with the load-reducing members 215, and the threaded connection holes 208b are provided in one-to-one correspondence with the threaded connection members. The radial edge of the flange 2081 may include at least one groove 208a, and the groove 208a is provided corresponding to two adjacent threaded connection holes 208b among the plurality of threaded connection holes 208b.

[0079] The groove 208a is beneficial to reducing the weight of the sleeve 208. In addition, no groove 208a is provided at the edge of the flange 2081 that is radially opposite to the load-reducing member mounting hole 208c, which is beneficial to facilitating the operator to quickly find the position of the load-reducing member mounting hole 208c, thereby facilitating the quick installation and positioning of the load-reducing member 215.

[0080] As Figures 1 to 3 shown, in some embodiments, the connecting portion includes a plurality of threaded connection members connecting the first end cap 108 and the flange 2081. The stopping portion includes at least one stopping plate 216. The stopping plate 216 is fixedly connected to the flange 2081 through the aforementioned threaded connection members.

[0081] The stopping plate 216 has a simple structure and is easy to install. In addition, the plate surface of the stopping plate 216 is easily fitted to the flange 2081, which is beneficial to strengthening the positioning effect of the load-reducing member 215, and is beneficial to forming a closed space for the load-reducing member mounting hole 208c to protect the load-reducing member 215 from the external environment (such as dust and humid air), thereby being beneficial to maintaining the structural strength of the load-reducing member 215, increasing the service life of the load-reducing member 215, and ensuring the use reliability and stability of the in-wheel motor.

[0082] As Figure 1 shown, in some embodiments, the first end cap 108 includes a first end cap axial mating surface 108A and a first end cap radial mating surface 108B. The side of the first end cap 108 close to the flange 2081 includes the first end cap axial mating surface 108A. The first end cap radial mating surface 108B extends circumferentially and is vertically connected to the first end cap axial mating surface 108A. The sleeve 208 includes a sleeve axial mating surface 208A and a sleeve radial mating surface 208B. The side of the flange 2081 close to the first end cap 108 includes the sleeve axial mating surface 208A. The sleeve radial mating surface 208B extends circumferentially and is vertically connected to the sleeve axial mating surface 208A. The circumferential outer surface of the mating section of the aforementioned support section 2082 forms the sleeve radial mating surface 208B. The first end cap axial mating surface 108A is fitted to the sleeve axial mating surface 208A. The first end cap radial mating surface 108B is fitted to the sleeve radial mating surface 208B.

[0083] The axial mating surface 108A of the first end cover fits with the axial mating surface 208A of the sleeve, which is beneficial for axially positioning the sleeve 208. The radial mating surface 108B of the first end cover fits with the radial mating surface 208B of the sleeve, which is beneficial for radially positioning the sleeve 208.

[0084] As Figures 1 to 3 shown, in some embodiments, the load reduction portion includes pins and / or keys disposed between the stationary portion and the power transmission portion.

[0085] Pins and keys have simple structures and are generally standard parts, which is beneficial for cost reduction. In addition, pins and keys are convenient for local removal, which is beneficial for the maintenance and replacement of the load reduction member 215. In addition, pins and keys are installed through holes or key grooves, and holes and key grooves are easy to manufacture, which is beneficial for flexibly setting the installation position of the load reduction member 215 according to the number and arrangement positions of the threaded connectors.

[0086] As Figure 1 shown, in some embodiments, the in-wheel motor further includes a first sealing device 214. The first sealing device 214 is located between the sleeve 208 and the first end cover 108.

[0087] Setting the first sealing device 214 is beneficial for preventing the lubricating oil in the planetary reduction mechanism from seeping into the joint surface between the sleeve 208 and the first end cover 108, thereby avoiding the reduction of the friction coefficient of the joint surface and the relative radial movement and displacement of the sleeve 208 and the first end cover 108, and avoiding the connection portion from bearing additional shear stress, which is beneficial for ensuring the load reduction effect of the load reduction portion and the connection effect of the connection portion.

[0088] As Figure 1 shown, in some embodiments, the reduction device 2 further includes a reduction device housing 206. The reduction device housing 206 is fixedly connected to the power output portion. The in-wheel motor further includes a braking device 3. The braking device 3 includes a brake disc 304 and brake pads 302. The brake disc 304 is fixedly connected to the radial outer side of the reduction device housing 206.

[0089] The brake disc 304 is fixedly connected to the radial outer side of the reduction device housing 206, which is beneficial for the braking device 3 to dissipate heat and is also beneficial for the overhaul and assembly of the braking device 3.

[0090] As Figure 1 shown, in some embodiments, the reduction device housing 206 is fixedly connected to the planet carrier 205 and includes a first housing section 2061 and a second housing section 2062. The first housing section 2061 is located radially outside the axle 2011 of the sun gear 201. The second housing section 2062 is located radially outside the ring gear 207. The radial dimension of the first housing section 2061 is smaller than the radial dimension of the second housing section 2062. The brake disc 304 is connected to the radial outer side of the first housing section 2061.

[0091] The radial dimension of the first housing segment 2061 is smaller than that of the second housing segment 2062, forming a concave space on the radial outer side of the first housing segment 2061 for the in-wheel motor, and accommodating the brake disc 304 in this concave space is beneficial to reducing the radial dimension of the in-wheel motor, making the structure of the in-wheel motor compact, which is thus conducive to the in-wheel motor being applicable to engineering vehicles with a relatively small vehicle body.

[0092] As Figure 1 shown, in some embodiments, the braking device 3 includes two of the brake pads 302 and two brake calipers 301. The two brake pads 302 are respectively located on the two axial sides of the brake disc 304. The two brake calipers 301 are connected to the two brake pads 302 in a one-to-one correspondence. The brake caliper 301 is located on the side of the corresponding brake pad 302 away from the brake disc 304.

[0093] Providing two brake pads 302 and the corresponding brake calipers 301 is beneficial to increasing the braking torque, which is thus conducive to meeting the braking requirements of the engineering vehicle including this in-wheel motor.

[0094] As Figure 1 shown, in some embodiments, the stationary part includes the drive motor housing 101 and the second end cover 102. The second end cover 102 is connected to the axial second end of the drive motor housing 101 away from the reduction gear 2. The rotating part includes the drive motor rotating shaft 105 located inside the drive motor housing 101. The drive motor 1 further includes a resolver 107. The resolver 107 is located radially along the drive motor rotating shaft 105 between the drive motor rotating shaft 105 and the second end cover 102.

[0095] Providing the resolver 107 is beneficial to monitoring the rotation speed of the drive motor rotating shaft 105 in real time, which is thus conducive to quickly adjusting the output power of the in-wheel motor.

[0096] In some embodiments, the in-wheel motor may further include a control device, which is signal-connected to the resolver 107 and the drive motor 1, and is configured to control the drive motor 1 to adjust the rotation speed of the drive motor rotating shaft 105 according to the required output power.

[0097] The control device can be implemented as a general-purpose processor, a programmable logic controller (PLC), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or any suitable combination thereof for performing the functions described in the present disclosure.

[0098] By being signal-connected to the resolver 107, the control device can quickly respond to the detection result of the resolver 107, which is beneficial to timely adjusting the rotational speed of the drive motor rotating shaft 105, and thus is beneficial to improving the working efficiency of the in-wheel motor.

[0099] Another aspect of the embodiments of the present disclosure provides an engineering vehicle, which includes the in-wheel motor and wheels or crawler wheels provided in the embodiments of the present disclosure. The in-wheel motor is drivingly connected to the wheels or crawler wheels and is configured to provide driving force for the wheels or crawler wheels.

[0100] The engineering vehicle of the embodiments of the present disclosure has the advantages of the in-wheel motor of the embodiments of the present disclosure. When the engineering vehicle is a wheeled vehicle, the in-wheel motor is drivingly connected to the wheels and provides driving force for the wheels. The load reduction part of the in-wheel motor can transmit at least part of the torque of the power transmission part to the stationary part, thereby being beneficial to reducing the torque borne by the connecting part. When the engineering vehicle is a crawler vehicle, the in-wheel motor is drivingly connected to the crawler wheels and provides driving force for the crawler wheels. The load reduction part of the in-wheel motor can transmit at least part of the bending moment of the power transmission part to the stationary part, thereby being beneficial to reducing the bending moment borne by the connecting part.

[0101] The following Figures 1 to 3 will describe the in-wheel motor of the embodiments of the present disclosure in detail.

[0102] As Figures 1 to 3As shown in the figure, the in-wheel motor includes a drive motor 1, a reduction gear 2, a connecting part, a load reduction part, a stop part, a first sealing device 214, and a braking device 3. The drive motor 1 includes a stationary part and a rotating part that rotates relative to the stationary part. The reduction gear 2 includes a power input part drivingly connected to the rotating part, a power output part that provides driving force to the vehicle, and a power transmission part disposed between the power input part and the power output part for transmitting the power of the power input part to the power output part. The connecting part connects the stationary part and the power transmission part. The load reduction part is disposed between the stationary part and the power transmission part and is configured to transmit at least part of the torque and / or bending moment of the power transmission part to the stationary part. The reduction gear 2 includes a planetary reduction mechanism and a reduction gear housing 206 that encloses the planetary reduction mechanism. The braking device 3 includes a brake disc 304 and brake pads 302. The brake disc 304 is fixedly connected to the radially outer side of the reduction gear housing 206. The stop part is configured to limit the movement of the load reduction member 215 of the load reduction part toward the side away from the ring gear 207 of the planetary reduction mechanism. The first sealing device 214 is located between the sleeve 208 of the power transmission part and the first end cover 108 of the stationary part to prevent the lubricating oil in the reduction gear 2 from leaking between the joint surfaces of the sleeve 208 and the first end cover 108.

[0103] The rotating part of the in-wheel motor is drivingly connected to the power input end of the planetary reduction mechanism to achieve the function of reducing speed and increasing torque, which is beneficial to increasing the output torque of the in-wheel motor and meeting the driving requirements of engineering vehicles. The power output end of the planetary reduction mechanism can be drivingly connected to a wheel or a track wheel, which is beneficial to expanding the application range of the in-wheel motor. The braking device 3 is externally disposed, which is beneficial to heat dissipation and maintenance. The first sealing device 214 is beneficial to preventing the lubricating oil in the planetary reduction mechanism from penetrating into the joint surface between the first end cover 108 and the sleeve 208, thereby avoiding the reduction of the friction coefficient of the joint surface and affecting the use performance of the in-wheel motor. The load reduction part is beneficial to bearing the torque or bending moment borne by the ring gear 207 and reducing the working load borne by the connecting part, thereby effectively increasing the reliability of the connection.

[0104] As Figure 1 shown, the stationary part includes a drive motor housing 101, a stator 103, a first end cover 108, and a second end cover 102. The stator 103 is connected to the inner wall of the drive motor housing 101 to be stationary relative to the drive motor housing 101. The first end cover 108 is connected to the first end of the drive motor housing 101 (corresponding to Figure 1 the right end in Figure 1 the figure), and the second end cover 102 is connected to the second end of the drive motor housing 101 (corresponding to

[0105] As Figure 1As shown, the rotating part includes a rotor 104 and a driving motor rotating shaft 105. The rotor 104 is located radially inside the stator 103 and is coaxially arranged with the stator 103. The rotor 104 is fixedly connected to the driving motor rotating shaft 105. The first axial end of the driving motor rotating shaft 105 is supported on the radially inner side of the sleeve 208 through a third bearing 212, and the second axial end is supported on the radially inner side of the second end cover 102 through a first bearing 106, and is configured to output the driving force of the driving motor 1.

[0106] As Figure 1 shown, the driving motor 1 further includes a resolver 107. The resolver 107 is located at the second axial end of the driving motor rotating shaft 105 and is located between the driving motor rotating shaft 105 and the second end cover 102 along the radial direction of the driving motor rotating shaft 105.

[0107] As Figure 1 shown, the planetary reduction mechanism includes a sun gear 201, planet gears 202, planetary bearings 203, axle shafts 204, a planet carrier 205, a ring gear 207, and a reduction gear housing 206. The planet gears 202 are supported on the axle shafts 204 through the planetary bearings 203, and the axle shafts 204 are installed on the planet carrier 205. The power input part includes the sun gear 201, and the axle shaft 2011 of the sun gear 201 extends on the side of the sun gear 201 close to the driving motor 1. The second axial end of the axle shaft 2011 of the sun gear 201 is drivingly connected to the first axial end of the driving motor rotating shaft 105 through a spline. The power output part includes the planet gears 202, the planet carrier 205, and the reduction gear housing 206. The power transmission part includes the ring gear 207 and the sleeve 208. The planet gears 202 are installed on the planet carrier 205, mesh with the sun gear 201 and the ring gear 207 respectively, and transmit the driving force to the vehicle through the planet carrier 205. The planet carrier 205 is connected to the first axial end of the reduction gear housing 206 through circumferentially arranged bolts. The reduction gear housing 206 is connected to a wheel or a track wheel through hub bolts 217.

[0108] As Figure 1 shown, the sleeve 208 is sleeved outside the axle shaft 2011 of the sun gear 201. The first axial end of the sleeve 208 is non-rotationally connected to the ring gear 207 through a spline. The second axial end of the sleeve 208 is connected to the first end cover 108 through a connecting part. A third bearing 212 and a third sealing device 213 are installed between the sleeve 208 and the driving motor rotating shaft 105. The load reduction part is arranged between the sleeve 208 and the first end cover 108.

[0109] As Figure 1As shown, the reduction gear housing 206 includes a first housing section 2061 and a second housing section 2062. The first housing section 2061 is located radially outside the axle 2011 of the sun gear 201, and the first end of the first housing section 2061 is fixedly connected to the planet carrier 205 by bolts 217. The second end of the first housing section 2061 is connected to the second housing section 2062. The second housing section 2062 is located radially outside the ring gear 207. The first housing section 2061 of the reduction gear housing 206 is supported outside the sleeve 208 by a second bearing 209. A second sealing device 210 is installed between the first end of the first end cover 108 and the second end of the reduction gear housing 206. The second axial end of the sleeve 208 is fixedly connected to the first end cover 108 by 12 circumferentially equally spaced threaded connectors. The ring gear 207 is axially positioned by the sleeve 208. The threaded connectors are bolts 211.

[0110] As Figure 1 shown, the first sealing device 214 is an O-ring seal. The first sealing device 214 is located between the mating surfaces of the sleeve 208 and the first end cover 108. The setting position of the first sealing device 214 helps to prevent the lubricating oil inside the reduction gear 2 from seeping into the mating surface of the sleeve 208 and the first end cover 108, thus helping to avoid a reduction in the friction coefficient of the installation mating surface and affecting the fastening effect, and also helping to prevent the lubricating oil from further seeping into the interior of the drive motor 1 through the mating surface of the sleeve 208 and the first end cover 108.

[0111] As Figures 1 to 3 shown, two load-reducing part mounting holes 208c are provided on the flange 2081 of the sleeve 208 and are symmetrically arranged radially along the sleeve 208. The first end cover 108 includes mounting holes corresponding to the load-reducing part mounting holes 208c. The load-reducing part includes two load-reducing parts 215, and the load-reducing parts 215 are pins. The pins are in clearance fit with both the load-reducing part mounting holes 208c of the flange 2081 and the mounting holes of the first end cover 108. For example, an H7 / m6 fit tolerance is adopted.

[0112] As Figures 1 to 3As shown, the stopper includes two baffles 216. The baffle 216 includes two through holes, and the two through holes are respectively arranged corresponding to the two threaded connection holes 208b adjacent to the load-reducing member installation hole 208c. The baffle 216 is installed on the end surface of the flange 2081 on the side away from the gear ring 207 through two threaded connectors adjacent to the load-reducing member 215 to prevent the load-reducing member 215 from escaping from the load-reducing member installation hole 208c. This arrangement flexibly utilizes the positional relationship between the load-reducing member 215 and the threaded connector, and uses the threaded connector of the connecting part to install the baffle 216 on the flange 2081, without the need for additional connectors, which is conducive to a compact space structure and reduced costs. In addition, the baffle 216 is engaged with the flange 2081, which is conducive to forming a closed space in the load-reducing component mounting hole 208c to protect the load-reducing component 215 from the influence of the external environment (such as dust, humid air), thereby helping to maintain the structural strength of the load-reducing component 215, improve the service life of the load-reducing component 215, and ensure the reliability and stability of the hub motor.

[0113] like Figure 1 As shown, the brake device 3 includes a brake disc 304, two brake pads 302 and two brake calipers 301. The brake disc 304 is connected to the radial outer side of the first housing section 2061. The two brake pads 302 are respectively located on both sides of the axial direction of the brake disc 304. The two brake calipers 301 are connected to the two brake pads 302 in a one-to-one correspondence. The brake calipers 301 are located on the side of the corresponding brake pad 302 that is away from the brake disc 304. The brake disc 304 is located in the middle of the two brake pads 302, that is, the distances from the two axial end faces of the brake disc 304 to the brake pad 302 on the corresponding side are equal.

[0114] The working principle of the hub motor in this embodiment is as follows:

[0115] The driving motor 1 outputs driving force through the driving motor shaft 105, and drives the sun gear 201 of the planetary reduction mechanism to rotate through the wheel shaft 2011. The sun gear 201 transmits the driving force to the planet carrier 205 and the ring gear 207 through the planetary gear 202. Since the ring gear 207 is fixed by the sleeve 208, the driving force is finally output to the wheel or track wheel by the planet carrier 205 and the reduction device housing 206 fixedly connected to the planet carrier 205. The reduction housing 206 drives the brake disc 304 to rotate.

[0116] During braking, the piston in the brake caliper 301 pushes the two brake pads 302 toward the middle, and the two brake pads 302 and the brake disc 304 generate a braking force through friction to stop the brake disc 304 from rotating, thereby stopping the reducer housing 206, the planetary carrier 205 and the wheels or track wheels from rotating.

[0117] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present disclosure and not to limit them; although the present disclosure has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that it is still possible to modify the specific implementation manners of the present disclosure or perform equivalent replacements on some technical features, and they should all be covered within the scope of the technical solutions claimed by the present disclosure.

Claims

1. A wheel hub motor, configured to provide driving force for a vehicle, characterized in that: include: A driving motor (1) comprising a stationary part and a rotating part rotating relative to the stationary part; A reduction gear (2), comprising a power input portion drivingly connected to the rotating portion, a power output portion providing driving force to the vehicle, and a power transmission portion disposed between the power input portion and the power output portion for transmitting power from the power input portion to the power output portion; A connecting portion connecting the stationary portion and the power transmission portion; and The load reducing part is disposed between the stationary part and the power transmitting part, and is configured to transmit at least part of the torque and / or bending moment of the power transmitting part to the stationary part.

2. The wheel hub motor according to claim 1, characterized in that: The reduction gear (2) comprises a planetary reduction mechanism, the planetary reduction mechanism comprises a sun gear (201), a planetary gear (202), a ring gear (207) and a planet carrier (205), the power input part comprises the sun gear (201), the power output part comprises the planetary gear (202) and the planet carrier (205), the power transmission part comprises the ring gear (207), the planetary gear (202) is mounted on the planet carrier (205), meshes with the sun gear (201) and the ring gear (207) respectively, and transmits the driving force to the vehicle through the planet carrier (205).

3. The wheel hub motor according to claim 2, characterized in that: The stationary part comprises a drive motor housing (101) and a first end cover (108); the rotating part comprises a drive motor shaft (105) disposed in the drive motor housing (101); the first end cover (108) is connected to an axial first end of the drive motor housing (101) close to the reduction device (2) along the axial direction of the drive motor shaft (105); The power transmission part further comprises a sleeve (208), the sleeve (208) being sleeved on the outside of the wheel shaft (211) of the sun gear (201), the first axial end of the sleeve (208) being connected to the gear ring (207) without circumferential rotation, and the second axial end of the sleeve (208) being connected to the first end cover (108) via the connecting part; The load-reducing portion is arranged between the sleeve (208) and the first end cover (108).

4. The wheel hub motor according to claim 3, characterized in that: The load relief portion comprises at least one load relief member (215), wherein: The connecting portion comprises a plurality of threaded connectors connecting the first end cover (108) and the sleeve (208), the plurality of threaded connectors being arranged at intervals along the circumference of the sleeve (208), and the load reducing member (215) being located between two adjacent threaded connectors among the plurality of threaded connectors along the circumference of the sleeve (208); and / or At least two of the load-reducing members (215) are arranged at equal angular intervals along the circumferential direction.

5. The wheel hub motor according to claim 3, characterized in that: The axial second end of the sleeve (208) comprises a flange (2081), wherein: A side of the first end cover (108) away from the gear ring (207) is opposite to a side of the flange (2081) close to the gear ring (207); and / or The connecting portion connects the first end cover (108) and the flange (2081); and / or The load-reducing portion is arranged between the first end cover (108) and the flange (2081).

6. The wheel hub motor according to claim 5, characterized in that: The load-reducing portion comprises at least one load-reducing member (215), wherein the load-reducing member (215) passes through the flange (2081) in the axial direction, and the hub motor comprises a stopper, wherein the stopper is located on a side of the flange (2081) away from the first end cover (108) and is fixed relative to the flange (2081), and is configured to cover an end of the load-reducing member (215) to limit movement of the load-reducing member (215) toward a side away from the first end cover (108).

7. The wheel hub motor according to claim 6, characterized in that: The connecting portion comprises a plurality of threaded connectors connecting the first end cover (108) and the flange (2081), and the stopping portion comprises at least one stop plate (216), wherein the stop plate (216) is fixedly connected to the flange (2081) via the threaded connectors.

8. The wheel hub motor according to claim 5, characterized in that: The first end cover (108) comprises a first end cover axial mating surface (108A) and a first end cover radial mating surface (108B); the first end cover (108) comprises the first end cover axial mating surface (108A) on a side close to the flange (2081); the first end cover radial mating surface (108B) extends in the circumferential direction and is vertically connected to the first end cover axial mating surface (108A); The sleeve (208) includes a sleeve axial mating surface (208A) and a sleeve radial mating surface (208B), the side of the flange (2081) close to the first end cover (108) includes the sleeve axial mating surface (208A), and the sleeve radial mating surface (208B) extends along the circumferential direction and is vertically connected to the sleeve axial mating surface (208A), wherein the first end cover axial mating surface (108A) is in contact with the sleeve axial mating surface (208A), and the first end cover radial mating surface (108B) is in contact with the sleeve radial mating surface (208B).

9. The wheel hub motor according to claim 3, characterized in that: It also includes a first sealing device (214), wherein the first sealing device (214) is located between the sleeve (208) and the first end cover (108).

10. The wheel hub motor according to claim 1, characterized in that: The load-reducing portion includes a pin and / or a key disposed between the stationary portion and the power transmitting portion.

11. The wheel hub motor according to any one of claims 1 to 10, characterized in that: The reduction gear (2) further comprises a reduction gear housing (206), wherein the reduction gear housing (206) is fixedly connected to the power output part; The wheel hub motor further comprises a braking device (3), wherein the braking device (3) comprises a brake disc (304) and a brake pad (302), wherein the brake disc (304) is fixedly connected to the radial outer side of the reduction device housing (206).

12. The wheel hub motor according to claim 11, characterized in that: The gear transmission device comprises a planetary reduction mechanism, the planetary reduction mechanism comprises a sun gear (201), a planetary gear (202), a ring gear (207) and a planet carrier (205), the power input part comprises the sun gear (201), the power output part comprises the planetary gear (202) and the planet carrier (205), the power transmission part comprises the ring gear (207), and the planetary gear (202) is mounted on the planet carrier (205) and meshes with the sun gear (201) and the ring gear (207) respectively; The reduction device housing (206) is fixedly connected to the planet carrier (205), and comprises a first housing segment (2061) and a second housing segment (2062); the first housing segment (2061) is located radially outside the wheel axle (2011) of the sun gear (201); the second housing segment (2062) is located radially outside the gear ring (207); the radial dimension of the first housing segment (2061) is smaller than the radial dimension of the second housing segment (2062); and the brake disc (304) is connected to the radial outside of the first housing segment (2061).

13. The wheel hub motor according to claim 11, characterized in that: The braking device (3) comprises: Two brake pads (302), the two brake pads (302) are respectively located on two axial sides of the brake disc (304); and The two brake calipers (301) are connected to the two brake pads (302) in a one-to-one correspondence, and the brake calipers (301) are located on a side of the corresponding brake pad (302) facing away from the brake disc (304).

14. The wheel hub motor according to any one of claims 1 to 10, characterized in that: The stationary part comprises a drive motor housing (101) and a second end cover (102), wherein the second end cover (102) is connected to a second axial end of the drive motor housing (101) away from the reduction device (2); The rotating part comprises a driving motor rotating shaft (105) located in the driving motor housing (101); The drive motor (1) further comprises a rotary transformer (107), wherein the rotary transformer (107) is located between the drive motor shaft (105) and the second end cover (102) along the radial direction of the drive motor shaft (105).

15. An engineering vehicle, characterized in that: include: The hub motor according to any one of claims 1 to 14; and The wheel or track wheel, the wheel hub motor is drivingly connected to the wheel or track wheel and is configured to provide driving force for the wheel or track wheel.

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