Wheel-side electric driving device and engineering machinery

Abstract

The invention discloses a wheel-side electric driving device and engineering machinery, relates to the field of engineering machinery, and aims to improve the structure of an existing wheel-side electric driving device and improve the performance of the wheel-side electric driving device. The wheel edge electric driving device comprises a frame, a suspension, a motor, a first-stage speed reducing mechanism, a transmission part, a second-stage speed reducing mechanism and a walking part. The frame is configured to provide support; the suspension is connected with the frame; the motor is mounted on the frame; the motor comprises a first power output shaft; the first-stage reducing mechanism is in driving connection with the first power output shaft; the first-stage speed reducing mechanism is mounted on the frame and is borne by the frame; the transmission part is in driving connection with the first-stage reducing mechanism; the second-stage reducing mechanism is in driving connection with the transmission part; the second-stage speed reducing mechanism is mounted on the suspension frame and is borne by the suspension frame; and the walking part is in driving connection with the second-stage reducing mechanism. According to the technical scheme, the resonance phenomenon is not prone to occurring, the torque borne by the transmission part is small, the torque of the walking part is large enough, and the occupied vehicle frame space is small.

Description

Technical Field

[0001] The present invention relates to the field of construction machinery, and particularly to a wheel-side electric drive device and a construction machinery. Background Art

[0002] With the development of new energy technologies, in the field of construction machinery, wheel-side electric drive devices have great potential and energy-saving advantages. A wheel-side electric drive device includes a motor, a speed reducer, and a transmission shaft. The speed reducer can be installed on the vehicle frame or arranged on the wheel rim.

[0003] The inventor found that there are at least the following problems in the prior art: In the related art, if the speed reducer of the wheel-side electric drive device is installed on the vehicle frame, it is likely to cause insufficient wheel-side torque of the vehicle; if the speed reducer of the wheel-side electric drive device is installed on the wheel rim, the vehicle speed and steering angle cannot meet the design requirements. The structure of the existing wheel-side electric drive device is unreasonable, resulting in limited application scope. Summary of the Invention

[0004] The present invention provides a wheel-side electric drive device and a construction machinery to improve the structure of the existing wheel-side electric drive device and enhance its performance.

[0005] An embodiment of the present invention provides a wheel-side electric drive device, including:

[0006] A vehicle frame configured to provide support;

[0007] A suspension connected to the vehicle frame;

[0008] A motor installed on the vehicle frame; the motor includes a first power output shaft;

[0009] A first-stage reduction mechanism drivingly connected to the first power output shaft; the first-stage reduction mechanism is installed on the vehicle frame and supported by the vehicle frame;

[0010] A transmission member drivingly connected to the first-stage reduction mechanism;

[0011] A second-stage reduction mechanism drivingly connected to the transmission member; the second-stage reduction mechanism is installed on the suspension and supported by the suspension; and

[0012] A running part drivingly connected to the second-stage reduction mechanism.

[0013] In some embodiments, the wheel-side electric drive device further includes:

[0014] A steering mechanism arranged between the vehicle frame and the second-stage reduction mechanism to achieve steering of the wheel-side electric drive device.

[0015] In some embodiments, the steering mechanism includes:

[0016] A drive assembly, arranged on one side of the vehicle frame, and the drive assembly is arranged between the second-stage reduction mechanism and the vehicle frame; and

[0017] An intermediate mechanism, arranged on the other side of the vehicle frame, and the intermediate mechanism is arranged between the second-stage reduction mechanism and the vehicle frame.

[0018] In some embodiments, the drive assembly includes:

[0019] A first steering knuckle arm, one end of which is fixedly connected to the second-stage reduction mechanism; and

[0020] A steering cylinder, including a cylinder barrel and a piston rod; the cylinder barrel is hinged to the first steering knuckle arm, and the piston rod is hinged to the vehicle frame

[0021] In some embodiments, along the length direction of the vehicle frame, two of the drive assemblies are dispersedly arranged.

[0022] In some embodiments, the intermediate mechanism includes:

[0023] A second steering knuckle arm, one end of which is fixedly connected to the second-stage reduction mechanism;

[0024] A steering tie rod, one end of which is hinged to the other end of the second steering knuckle arm; and

[0025] A steering rocker arm, provided with a first connection hole and a second connection hole, the first connection hole is hinged to the other end of the steering tie rod, and the second connection hole is hinged to the vehicle frame.

[0026] In some embodiments, the number of the first connection holes is two, one of the first connection holes is hinged to the other end of one of the steering tie rods, and the other first connection hole is hinged to the other end of the other steering tie rod.

[0027] In some embodiments, along the length direction of the vehicle frame, two of the intermediate mechanisms are arranged.

[0028] In some embodiments, the reduction ratio of the first-stage reduction mechanism is equal to or less than the reduction ratio of the second-stage reduction mechanism.

[0029] In some embodiments, the first-stage reduction mechanism includes:

[0030] A first housing, fixedly connected to the vehicle frame;

[0031] A first gear ring, fixed inside the first housing;

[0032] The first input shaft is coaxially arranged with the first power output shaft of the motor and is drivingly connected thereto;

[0033] The first sun gear is fixed to the first input shaft;

[0034] The first planet gear meshes with both the first sun gear and the first ring gear,

[0035] The first planet carrier, on which the first planet gear is mounted; and

[0036] The first output shaft is fixedly connected to the first planet carrier, connected by a key or integrally formed.

[0037] In some embodiments, the second-stage reduction mechanism includes:

[0038] The second housing is fixedly connected to the suspension;

[0039] The second ring gear is fixed inside the second housing;

[0040] The second input shaft is coaxially arranged with the transmission member and is drivingly connected thereto;

[0041] The second sun gear is fixed to the second input shaft;

[0042] The second planet gear meshes with both the second sun gear and the second ring gear,

[0043] The second planet carrier, on which the second planet gear is mounted; and

[0044] The second output shaft is fixedly connected to the second planet carrier, connected by a key or integrally formed.

[0045] In some embodiments, the second-stage reduction mechanism further includes:

[0046] The mounting seat, through which the suspension is fixedly connected to the second-stage reduction mechanism.

[0047] In some embodiments, the mounting seat includes:

[0048] The end portion includes a first connection surface; the first connection surface is fixedly connected to, bolted to, or integrally formed with the second housing; and

[0049] A cylinder part, fixedly connected or integrally formed with the end part; the cylinder part includes a second connection surface, a third connection surface, and a fourth connection surface; the second connection surface is located between the third connection surface and the fourth connection surface, and the third connection surface and the fourth connection surface are parallel; the second connection surface is hinged to the suspension; the third connection surface is hinged to the first steering knuckle arm of the drive assembly; the fourth connection surface is hinged to the second steering knuckle arm of the intermediate mechanism.

[0050] An embodiment of the present invention further provides a construction machine, including the wheel-side electric drive device provided by any technical solution of the present invention.

[0051] The wheel-side electric drive device provided by the above technical solution includes both a first-stage reduction mechanism and a second-stage reduction mechanism at the same time. The first-stage reduction mechanism and the second-stage reduction mechanism jointly achieve the required reduction ratio; the first-stage reduction mechanism is carried by the vehicle frame, and the second-stage reduction mechanism is carried by the suspension, with a small unsprung mass. Moreover, the power output by the motor passes through the first-stage reduction mechanism, the transmission part, and the second-stage reduction mechanism, and finally is transmitted to the running part. Since during the power transmission process, the rotational speed received by the transmission part is the rotational speed after the motor is decelerated by the first-stage reduction mechanism, the rotational speed of the transmission part is low, and it is not easy to have a resonance phenomenon.

[0052] Furthermore, since the rotational speed received by the transmission part is low, even under the limitation of the critical rotational speed of the transmission part, it will not affect the rotational speed and steering angle of the vehicle where the wheel-side electric drive device is located, so that the rotational speed and steering angle of the vehicle can still meet the design requirements.

[0053] In addition, since the transmission part is arranged between the first-stage reduction mechanism and the second-stage reduction mechanism, the torque received by the transmission part is only increased by the first-stage reduction mechanism. Compared with the scheme where the transmission part is arranged downstream of the second-stage reduction mechanism, the torque received by the transmission part is small. Even if there is a limitation on the torque limit value of the transmission part during the design process, it will not affect the torque received by the running part, making the torque of the running part large enough.

[0054] Finally, since the second-stage reduction mechanism is connected to the suspension, and the first-stage reduction mechanism and the second-stage reduction mechanism jointly achieve the required reduction ratio, the respective size ratios of the first-stage reduction mechanism and the second-stage reduction mechanism are smaller than the size of a single reduction mechanism when only one reduction mechanism is provided, occupying less space on the vehicle frame, and it is easier to arrange the first-stage reduction mechanism. Description of the Drawings

[0055] The drawings described herein are used to provide a further understanding of the present invention, form a part of this application, and the schematic embodiments of the present invention and their descriptions are used to explain the present invention, and do not constitute an improper limitation to the present invention. In the drawings:

[0056] Figure 1The front view schematic diagram of the in-wheel motor drive device provided by the embodiment of the present invention.

[0057] Figure 2 The top view schematic diagram of the in-wheel motor drive device provided by the embodiment of the present invention.

[0058] Figure 3 The three-dimensional schematic diagram of the mounting seat of the in-wheel motor drive device provided by the embodiment of the present invention.

[0059] Reference numerals:

[0060] 1, vehicle frame; 2, suspension; 3, motor; 4, first-stage reduction mechanism; 5, transmission member; 6, second-stage reduction mechanism; 7, running part; 8, steering mechanism;

[0061] 41, first housing; 42, first ring gear; 43, first input shaft; 44, first sun gear; 45, first planet gear; 46, first planet carrier; 47, first output shaft;

[0062] 61, second housing; 62, second ring gear; 63, second input shaft; 64, second sun gear; 65, second planet gear; 66, second planet carrier; 67, second output shaft; 68, mounting seat;

[0063] 681, end portion; 682, cylindrical portion;

[0064] 681a, first connection surface;

[0065] 682a, second connection surface; 682b, third connection surface; 682c, fourth connection surface;

[0066] 81, drive assembly; 82, intermediate mechanism;

[0067] 811, first steering knuckle arm; 812, steering cylinder;

[0068] 821, second steering knuckle arm; 822, steering tie rod; 823, steering rocker arm;

[0069] 823a, first connection hole; 823b, second connection hole. Detailed implementation manners

[0070] The following is combined with Figures 1 to 3A more detailed description of the technical solution provided by the present invention is given. The description of the exemplary embodiments is merely illustrative and in no way limits the present disclosure and its application or use. The present disclosure can be implemented in many different forms and is not limited to the embodiments introduced here. These embodiments are provided to make the present disclosure thorough and complete, and to fully convey the scope of the present disclosure to those skilled in the art. It should be noted that unless otherwise specifically stated, the relative arrangements of components and steps, the components of materials, numerical expressions and values described in these embodiments should be construed as merely exemplary and not as limitations.

[0071] The terms "first", "second" and similar terms used in the present disclosure do not denote any order, quantity or importance, but are only used to distinguish different parts. Terms such as "comprising" or "including" mean that the elements before the term cover the elements listed after the term, and do not exclude the possibility of also covering other elements.

[0072] In the present disclosure, when it is described that a specific device is located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device. When it is described that a specific device is connected to other devices, the specific device may be directly connected to other devices without an intermediate device, or may not be directly connected to other devices but have an intermediate device.

[0073] All terms used in the present disclosure, including technical terms or scientific terms, have the same meaning as understood by those of ordinary skill in the art to which the present disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, for example, should be construed as having a meaning consistent with their meaning in the context of the relevant art, and should not be interpreted in an idealized or overly formal sense, unless specifically defined as such here.

[0074] Techniques, methods and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods and devices are regarded as part of the specification.

[0075] The dimensions of the various parts shown in the drawings are not drawn according to actual proportional relationships. The same reference numerals are attached to common structural elements or structural elements of the same type in the various drawings, and repeated descriptions of them are appropriately omitted.

[0076] In the description of the following specific embodiments, for the sake of convenience of explanation, the length direction of the construction machinery is set as the X-axis, the width direction of the construction machinery is set as the Y-axis, and the height direction of the construction machinery is set as the Z-axis to establish an XYZ coordinate system. In Figure 2 only the structure at one axle is schematically shown, and other axles are omitted.

[0077] See Figure 1 and Figure 2 For the wheel-side electric drive device provided by the embodiment of the present invention, it includes a vehicle frame 1, a suspension 2, a motor 3, a first-stage reduction mechanism 4, a transmission member 5, a second-stage reduction mechanism 6, and a running part 7. The vehicle frame 1 is configured to provide support. The suspension 2 is connected to the vehicle frame 1. The motor 3 is installed on the vehicle frame 1; the motor 3 includes a first power output shaft. The first-stage reduction mechanism 4 is drivingly connected to the first power output shaft; the first-stage reduction mechanism 4 is installed on the vehicle frame 1 and carried by the vehicle frame 1. The transmission member 5 is drivingly connected to the first-stage reduction mechanism 4. The second-stage reduction mechanism 6 is drivingly connected to the transmission member 5; the second-stage reduction mechanism 6 is installed on the suspension 2 and carried by the suspension 2. The running part 7 is drivingly connected to the second-stage reduction mechanism 6. The running part 7 includes a wheel rim 71 and a tire 72 supported by the wheel rim 71.

[0078] The wheel-side electric drive device provided by the above technical solution includes a first-stage reduction mechanism 4 and a second-stage reduction mechanism 6. The two-stage reduction mechanisms work together to achieve the required reduction ratio. In terms of structural layout, the first-stage reduction mechanism 4 is carried by the vehicle frame 1, while the second-stage reduction mechanism 6 is carried by the suspension 2. This design effectively reduces the unsprung mass. In terms of power transmission, the power output by the motor 3 sequentially passes through the first-stage reduction mechanism 4, the transmission member 5, and the second-stage reduction mechanism 6, and finally is transmitted to the running part 7. The unsprung mass refers to the mass on the construction machinery that is not carried by the suspension. The size of the unsprung mass directly affects the driving comfort and handling stability of the vehicle. A smaller unsprung mass helps to improve the dynamic performance of the vehicle. During the power transmission process, the rotational speed output by the motor 3 is first reduced by the first-stage reduction mechanism 4, and the rotational speed received by the transmission member 5 is the reduced rotational speed after passing through the first-stage reduction mechanism 4. Since the rotational speed of the transmission member 5 is reduced, the centrifugal force and vibration frequency generated during the operation of the transmission member 5 also decrease, thereby reducing the possibility of resonance with the natural frequency of the system and ensuring the stability of the operation of the wheel-side electric drive device.

[0079] Furthermore, since the rotational speed of the transmission member 5 is the rotational speed after being reduced by the first-stage reduction mechanism 4 and the rotational speed of the transmission member 5 is low, even if there are limiting requirements for the critical rotational speed of the transmission member 5, it will not affect the rotational speed and steering angle of the vehicle where the wheel-side electric drive device is located, so that the rotational speed and steering angle of the vehicle can still reach the maximum values required by the design.

[0080] In addition, since the transmission member 5 is arranged between the first-stage reduction mechanism 4 and the second-stage reduction mechanism 6, the torque received by the transmission member 5 is only increased by the first-stage reduction mechanism 4. Compared with the scheme where the transmission member 5 is arranged downstream of the second-stage reduction mechanism 6, the torque received by the transmission member 5 is small. Therefore, even if there is a limiting value for the torque limit of the transmission member 5 during the design process, it will not affect the torque received by the running part 7, and thus the torque of the running part 7 is large enough.

[0081] Finally, since the second-stage reduction mechanism 6 is connected to the suspension 2, and the first-stage reduction mechanism 4 and the second-stage reduction mechanism 6 together achieve the required reduction ratio, the respective size ratios of the first-stage reduction mechanism 4 and the second-stage reduction mechanism 6 are smaller than those of a single reduction mechanism when only one reduction mechanism is provided, occupying less space in the vehicle frame 1, and the first-stage reduction mechanism 4 is easier to arrange.

[0082] Ultimately, since the second-stage reduction mechanism 6 adopts a rigid connection structure with the suspension 2, and the total reduction ratio of the transmission system is achieved by the cooperation of the first-stage reduction mechanism 4 and the second-stage reduction mechanism 6, according to the planetary gear reduction ratio distribution theory, compared with the single-stage reduction scheme, the gear module and structural dimensions of the two-stage reduction are optimized. This distributed reduction design significantly reduces the radial size of a single reduction mechanism, greatly reducing the installation space of the first-stage reduction mechanism 4 in the vehicle frame 1. At the same time, the modular arrangement effectively avoids the problem of structural bulkiness caused by the large reduction ratio design of the traditional single-stage reduction mechanism. Through reasonable load distribution, the flexibility of the vehicle frame layout and the space utilization rate are improved, which is conducive to the integrated design of the power system.

[0083] In some embodiments, the reduction ratio of the first-stage reduction mechanism 4 is equal to or less than the reduction ratio of the second-stage reduction mechanism 6.

[0084] Optionally, the reduction ratios of the first-stage reduction mechanism 4 and the second-stage reduction mechanism 6 are equal, and the first-stage reduction mechanism 4 and the second-stage reduction mechanism 6 can be selected with the same specification model to achieve the modularization of the first-stage reduction mechanism 4 and the second-stage reduction mechanism 6 and improve the versatility of the reduction mechanism.

[0085] Optionally, if the reduction ratio of the first-stage reduction mechanism 4 is less than the reduction ratio of the second-stage reduction mechanism 6, the size of the first-stage reduction mechanism 4 can be set smaller, because compared with the second-stage reduction mechanism 6, the first-stage reduction mechanism 4 contains fewer reduction components and smaller dimensions. The first-stage reduction mechanism 4 is fixedly connected to the vehicle frame 1, occupying less space in the vehicle frame 1 and being more convenient to arrange the first-stage reduction mechanism 4 on the vehicle frame 1.

[0086] In some embodiments, the first-stage reduction mechanism 4 includes a first housing 41, a first ring gear 42, a first input shaft 43, a first sun gear 44, a first planet gear 45, a first planet carrier 46, and a first output shaft 47. The first housing 41 is fixedly connected to the vehicle frame 1; the first ring gear 42 is fixed inside the first housing 41; the first input shaft 43 is coaxially arranged with the first power output shaft of the motor 3 and is drivingly connected thereto; the first sun gear 44 is fixed to the first input shaft 43. The first planet gear 45 meshes with both the first sun gear 44 and the first ring gear 42. The first planet gear 45 is mounted on the first planet carrier 46. The first output shaft 47 is fixedly connected to the first planet carrier 46, connected by a key, or integrally formed.

[0087] The first reduction mechanism adopts a planetary carrier structure, which is compact. The planetary gears are arranged around the sun gear, enabling a large transmission ratio to be achieved within a small space. The volume and weight of the planetary carrier structure are small, which is beneficial to the miniaturization and lightweight design of the equipment, and is particularly suitable for occasions with limited space, such as some small mechanical equipment, aerospace equipment, etc. It has high transmission efficiency. The gear meshing method in the planetary carrier structure is relatively reasonable. By using the meshing transmission of gears, the energy transfer is smoother, and the transmission efficiency is relatively high, reaching 95% - 98%. It can effectively reduce energy consumption and improve the energy utilization rate of the equipment. It has strong load-bearing capacity. The first reduction mechanism can withstand large torques and powers by adopting a multi-tooth load-bearing method, improving the load-bearing capacity and reliability of the reduction mechanism. Even under high-load and high-speed working conditions, the planetary carrier structure can operate stably and is not prone to faults such as gear wear and fracture, and is suitable for heavy-duty transmission occasions, such as large mechanical equipment and mining machinery in industrial production. It has good motion smoothness. The meshing process of the planetary gear with the sun gear and the internal gear ring is continuous, and there will be no obvious impact and fluctuation during the transmission process, enabling smooth reduction of speed and torque transmission, improving the operation stability and comfort of the equipment, and being suitable for occasions with high requirements for vibration and noise, such as precision instrument equipment and automotive transmissions. It can achieve complex transmission. By reasonably designing the number of teeth of the first sun gear 44, the first planet gear 45, and the first ring gear 42 and their transmission relationships, various different transmission ratios and transmission methods can be achieved. In addition, the first reduction mechanism is also used in combination with the second reduction mechanism to form a more complex transmission system to meet different working requirements, with strong flexibility and adaptability.

[0088] In some embodiments, the second-stage reduction mechanism 6 includes a second housing 61, a second ring gear 62, a second input shaft 63, a second sun gear 64, second planet gears 65, a second planet carrier 66, and a second output shaft 67. The second housing 61 is fixedly connected to the suspension 2; the second ring gear 62 is fixed inside the second housing 61; the second input shaft 63 is coaxially arranged with the transmission member 5, and the two are drivingly connected. The second sun gear 64 is fixed to the second input shaft 63. The second planet gears 65 mesh with both the second sun gear 64 and the second ring gear 62. The second planet gears 65 are mounted on the second planet carrier 66. The second output shaft 67 is fixedly connected to the second planet carrier 66, connected by a key, or integrally formed.

[0089] In some other embodiments, the second input shaft 63 is non-coaxially arranged with the transmission member 5, and the transmission member 5 is a universal coupling, which can increase the installation height of the motor 3, the first-stage reduction mechanism 4, and the transmission member 5, enhancing the passing performance of the vehicle. In addition, since the transmission member 5 is a universal coupling and has a displacement compensation function, the wheel-side electric drive device is less affected by shocks.

[0090] The second-stage reduction mechanism 6 can adopt the same planet carrier structure as the first-stage reduction mechanism 4, and thus has similar technical advantages. In terms of space utilization, the layout of the planet gears around the sun gear enables a compact design, achieving a large transmission ratio within a limited space, with a small volume and light weight. In terms of transmission performance, the gear meshing method ensures efficient energy transfer, and the transmission efficiency can reach 95% - 98%, significantly reducing energy consumption. In addition, in terms of the stability of power transmission and load bearing, the multi-tooth load-bearing design endows it with a strong torque and power bearing capacity. Even under high-load and high-speed working conditions, it can operate stably and is suitable for heavy-duty scenarios such as industrial large equipment and mining machinery. At the same time, the continuous gear meshing process ensures smooth movement and effectively reduces transmission shocks and fluctuations.

[0091] In some embodiments, the second-stage reduction mechanism 6 further includes a mounting seat 68, and the mounting seat 68 is fixedly connected to or integrally formed with the second housing 61; the suspension 2 is fixedly connected to the second housing 61 through the mounting seat 68.

[0092] Specifically, the mounting seat 68 includes an end portion 681 and a cylindrical portion 682, which are fixedly connected or integrally formed. The end portion 681 includes a first connection surface 681a. The first connection surface 681a is fixedly connected or integrally formed with the second housing 61. The cylindrical portion 682 includes a second connection surface 682a, a third connection surface 682b, and a fourth connection surface 682c. The second connection surface 682a is located between the third connection surface 682b and the fourth connection surface 682c, and the third connection surface 682b and the fourth connection surface 682c are parallel. The second connection surface 682a is hinged to the suspension 2. The third connection surface 682b is hinged to the first knuckle arm 811. The fourth connection surface 682c is hinged to the second knuckle arm 821. The cylindrical portion 682 further includes a fifth connection surface. The fifth connection surface is arranged in parallel with the second connection surface 682a. The second connection surface 682a, the third connection surface 682b, the fourth connection surface 682c, and the fifth connection surface together enclose a cylindrical structure. With the above structure of the mounting seat 68, the steering mechanism 8 described below can be easily installed.

[0093] In some embodiments, the in-wheel motor drive device further includes a steering mechanism 8, which is arranged between the vehicle frame 1 and the second-stage reduction mechanism 6 to realize the steering of the running gear. Through the steering mechanism 8, the steering of the in-wheel motor drive device is realized.

[0094] See Figure 2 , in some embodiments, the steering mechanism 8 includes a driving assembly 81 and an intermediate mechanism 82. The driving assembly 81 is arranged on one side of the vehicle frame 1, and the driving assembly 81 is arranged between the second-stage reduction mechanism 6 and the vehicle frame 1. The intermediate mechanism 82 is arranged on the other side of the vehicle frame 1, and the intermediate mechanism 82 is arranged between the second-stage reduction mechanism 6 and the vehicle frame 1.

[0095] There are two driving assemblies 81, and the two driving assemblies 81 are symmetrically arranged with respect to the center line L1 of the vehicle frame 1. There are also two intermediate mechanisms 82, and the two intermediate assemblies are symmetrically arranged with respect to the center line L1 of the vehicle frame 1. The steering can be realized more efficiently through the two driving assemblies 81.

[0096] Continue to refer to Figure 2 , in some embodiments, the driving assembly 81 includes a first knuckle arm 811 and a steering cylinder 812. One end of the first knuckle arm 811 is fixedly connected to the second-stage reduction mechanism 6. The steering cylinder 812 includes a cylinder barrel and a piston rod; the cylinder barrel of the steering cylinder 812 is hinged to the first knuckle arm 811, and the piston rod of the steering cylinder 812 is hinged to the vehicle frame 1.

[0097] With the above structure, the drive assembly 81 can precisely control the steering through the first steering knuckle arm 811 and the steering cylinder 812: The first steering knuckle arm 811 can accurately transmit the force of the steering cylinder 812 to the second-stage reduction mechanism 6, achieving precise steering and improving the accuracy and response speed of steering. Moreover, the steering cylinder 812 is powered by a hydraulic system and can precisely control the output force and stroke. Cooperating with the first steering knuckle arm 811, the steering angle of the vehicle can be accurately adjusted as required, which helps to improve the handling performance of the vehicle. Especially in the case of high-speed driving or when precise steering is required, the driving direction of the vehicle can be controlled more accurately.

[0098] In addition, the drive assembly 81 can provide a powerful steering force. The steering cylinder 812 can generate a large thrust or pulling force, which is transmitted to the second-stage reduction mechanism 6 through the first steering knuckle arm 811, thereby overcoming various resistances during vehicle steering, including the friction between the tires and the ground, the inertial force of the vehicle, etc. Even for large vehicles or under heavy loads, steering can be easily achieved, ensuring the lightness and flexibility of vehicle steering operations.

[0099] See Figure 2 , the intermediate mechanism 82 includes a second steering knuckle arm 821, a steering tie rod 822, and a steering rocker arm 823. One end of the second steering knuckle arm 821 is fixedly connected to the second-stage reduction mechanism 6; the other end of the second steering knuckle arm 821 is hinged to one end of the steering tie rod 822. The steering rocker arm 823 is provided with a first connection hole 823a and a second connection hole 823b. The first connection hole 823a is hinged to the other end of the steering tie rod 822, and the second connection hole 823b is hinged to the vehicle frame 1.

[0100] The intermediate mechanism 82 is used to cooperate with the drive assembly 81 to achieve steering. After the drive assembly 81 outputs the corresponding steering force, the intermediate mechanism 82 accurately transmits the steering force to other components according to the steering requirements. Through the coordinated operation of the second steering knuckle arm 821, the steering tie rod 822, and the steering rocker arm 823, the movement of the second-stage reduction mechanism 6 can be accurately transmitted to the vehicle frame 1. The second steering knuckle arm 821 transmits the power from the second-stage reduction mechanism 6 to the steering tie rod 822, and the steering tie rod 822 then transmits the force to the steering rocker arm 823. The steering rocker arm 823 is hinged to the vehicle frame 1 and uses the vehicle frame 1 as a fulcrum to convert the force into an action that steers the vehicle. The entire transmission process is efficient and accurate. In addition, the steering transmission ratio and the transmission efficiency of the steering force can be optimized by flexibly adjusting the lengths, angles, and connection methods of the second steering knuckle arm 821, the steering tie rod 822, and the steering rocker arm 823 respectively.

[0101] Continue to refer to Figure 2, in some embodiments, the number of the first connection holes 823a is two. One of the first connection holes 823a is hinged to the other end of one of the steering tie rods 822, and the other first connection hole 823a is hinged to the other end of the other steering tie rod 822. In this way, two intermediate mechanisms 82 share one steering rocker arm 823, and the structure of the entire steering mechanism 8 is more compact and occupies less space.

[0102] An embodiment of the present invention further provides a construction machine, including the wheel-side electric drive device provided by any technical solution of the present invention.

[0103] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be understood as a limitation on the protection scope of the present invention. When the absolute position of the object being described changes, the relative position relationship may also change accordingly.

[0104] In the description of the present invention, where feasible, each technical feature can be combined with other technical features.

[0105] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features, but these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A wheel side electric drive device, characterized in that, Comprising: A frame (1), configured to provide support; A suspension (2), connected to the frame (1); An electric motor (3), mounted on the frame (1); the electric motor (3) includes a first power output shaft; A first-stage reduction mechanism (4), drivingly connected to the first power output shaft; the first-stage reduction mechanism (4) is mounted on the frame (1) and carried by the frame (1); A transmission member (5), drivingly connected to the first-stage reduction mechanism (4); A second-stage reduction mechanism (6), drivingly connected to the transmission member (5); the second-stage reduction mechanism (6) is mounted on the suspension (2) and carried by the suspension (2); And A running part (7), drivingly connected to the second-stage reduction mechanism (6).

2. The wheel hub electric drive device according to claim 1, wherein Further comprising: A steering mechanism (8), arranged between the frame (1) and the second-stage reduction mechanism (6) to realize the steering of the in-wheel electric drive device.

3. The wheel hub motor drive device according to claim 2, characterized in that, The steering mechanism (8) includes: A driving assembly (81), arranged on one side of the frame (1) and located between the second-stage reduction mechanism (6) and the frame (1); and An intermediate mechanism (82), arranged on the other side of the frame (1) and located between the second-stage reduction mechanism (6) and the frame (1).

4. The wheel-end electric drive device according to claim 3, characterized in that, The driving assembly (81) includes: A first steering knuckle arm (811), one end of which is fixedly connected to the second-stage reduction mechanism (6); and A steering cylinder (812), including a cylinder barrel and a piston rod; the cylinder barrel is hinged to the first steering knuckle arm (811), and the piston rod is hinged to the frame (1).

5. The wheel-side electric drive device according to claim 3, wherein, Two of the driving assemblies (81) are dispersedly arranged along the length direction of the frame (1).

6. The wheel hub motor drive device according to claim 3, characterized in that, The intermediate mechanism (82) includes: A second steering knuckle arm (821), one end of which is fixedly connected to the second-stage reduction mechanism (6); A steering tie rod (822), one end of which is hinged to the other end of the second steering knuckle arm (821); and A steering rocker arm (823), provided with a first connection hole (823a) and a second connection hole (823b), the first connection hole (823a) is hinged to the other end of the steering tie rod (822), and the second connection hole (823b) is hinged to the frame (1).

7. The wheel hub motor drive device according to claim 6, wherein The number of the first connection holes (823a) is two, one of the first connection holes (823a) is hinged to the other end of one of the steering tie rods (822), and the other first connection hole (823a) is hinged to the other end of the other steering tie rod (822).

8. The wheel-side electric drive device according to claim 3, characterized in that Two of the intermediate mechanisms (82) are arranged along the length direction of the frame (1).

9. The wheel hub motor drive device according to claim 1, wherein The reduction ratio of the first-stage reduction mechanism (4) is equal to or less than the reduction ratio of the second-stage reduction mechanism (6).

10. The wheel hub motor drive device according to claim 1, wherein, The first-stage reduction mechanism (4) includes: A first housing (41), fixedly connected to the frame (1); A first ring gear (42), fixed inside the first housing (41); A first input shaft (43), coaxially arranged with the first power output shaft of the electric motor (3) and drivingly connected thereto; The first sun gear (44) is fixed to the first input shaft (43); The first planet gear (45) meshes with both the first sun gear (44) and the first ring gear (42), The first planet carrier (46), on which the first planet gear (45) is mounted; and The first output shaft (47) is fixedly connected to the first planet carrier (46), connected by a key or integrally formed.

11. The wheel side electric drive device according to claim 1, characterized in that The second-stage reduction mechanism (6) includes: The second housing (61) is fixedly connected to the suspension (2); The second ring gear (62) is fixed inside the second housing (61); The second input shaft (63) is coaxially arranged with the transmission member (5) and is drivingly connected thereto; The second sun gear (64) is fixed to the second input shaft (63); The second planet gear (65) meshes with both the second sun gear (64) and the second ring gear (62); The second planet carrier (66), on which the second planet gear (65) is mounted; and The second output shaft (67) is fixedly connected to the second planet carrier (66), connected by a key or integrally formed.

12. The wheel-side electric drive device according to claim 3, characterized in that The second-stage reduction mechanism (6) further includes: The mounting seat (68), through which the suspension (2) is fixedly connected to the second-stage reduction mechanism (6).

13. The wheel-side electric drive device according to claim 12, wherein, The mounting seat (68) includes: The end portion (681) includes a first connection surface (681a); the first connection surface (681a) is fixedly connected to or integrally formed with the second housing (61); and The cylindrical portion (682) is fixedly connected to or integrally formed with the end portion (681); the cylindrical portion (682) includes a second connection surface (682a), a third connection surface (682b), and a fourth connection surface (682c); the second connection surface (682a) is located between the third connection surface (682b) and the fourth connection surface (682c), and the third connection surface (682b) and the fourth connection surface (682c) are parallel; the second connection surface (682a) is hinged to the suspension (2); the third connection surface (682b) is hinged to the first steering knuckle arm (811) of the drive assembly (81); the fourth connection surface (682c) is hinged to the second steering knuckle arm (821) of the intermediate mechanism (82).

14. The wheel-side electric drive device according to claim 1, wherein, The transmission member (5) is a universal coupling.

15. An engineering machinery, characterized in that, Including the wheel-side electric drive device according to any one of claims 1 to 14.

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