Gear motor with integrated brake and electric traction vehicle

Abstract

The utility model discloses triple functions of a gear motor (51) with an integrated brake (49) for directly driving a driving wheel (27) of an electric traction vehicle, an input gear of a motor shaft execution gear reduction device or a first pinion (29), an actual shaft of a traction motor (24) and an application connection of a braking system (49), and comprises the braking system (49) consisting of a friction disc (20), the brake system (49) comprises a solenoid valve (53), the action of which is electronically controlled by the solenoid valve (53), the solenoid valve (53) acting according to a negative drive logic, the brake system (49) being in a braking state if the solenoid valve (53) is not energized and the brake system (49) being in a released state if the solenoid valve (53) is energized. According to the gear motor provided by the utility model, a highly compact motor is provided, so that the gear motor is low in cost and easy to install.

Description

Technical Field

[0001] The utility model relates to a gear motor with an integrated brake and an inverter, which is used for directly transmitting to the wheels of an electric traction vehicle, wherein the traction motor is integrated with a gear reduction device corresponding to a wheel hub and can be connected to the driving wheel of the electric traction vehicle, wherein the gear reduction device is installed in a structural support box, and the structural support box can be connected to the electric traction vehicle through a fixing hole, the traction motor has its own supporting shell, and the supporting shell is fixed to the box as a cover, the box and the cover constitute a single structural support shell of the gear motor, the cover covers and surrounds the gear reduction device in the box, the opening of the cover allows free access to the gear reduction device on one side and free access to the motor on the opposite side, and is characterized in that the traction motor is a motor whose transmission shaft is connected to the first pinion of the gear reduction device correspondingly, or a motor integrated with the first pinion of the gear reduction device.

[0002] An electric traction vehicle with said gear motor having integrated brakes and inverter is also part of the invention. Background Art

[0003] In the field of motion transmission to the drive wheels of vehicles, in particular industrial vehicles such as tractors, forklifts, or operating machines, electric motors or hydraulic motors are usually used.

[0004] The electric motor is usually associated with a mechanical gear reduction device that transmits motion to the wheels.

[0005] There are compact structures of these gear reduction devices called axles, which distribute the torque supplied by a single motor to two wheels by means of a distribution differential group. Other axle structures use two motors, one for each wheel.

[0006] The second configuration of the traction system provides for the use of two completely independent transmissions, one for each drive wheel, by means of a transmission system with an integrated gear reduction device and brakes.

[0007] The steering is controlled by an electronic system that monitors the signals from speed sensors for each of the two electric machines, as well as a transmitter that measures the steering angle.

[0008] The current trend is towards using faster and faster, as well as more and more compact electric motors, to reduce external obstacles in gear motor systems and end users demand more and more silent machines.

[0009] In the prior art, the closest technical solution to the present invention is described in patent WO2007022865 of the same applicant. WO2007022865 describes a gear motor with integrated brakes directly driven to the wheels of an electric traction vehicle, wherein the traction motor is integrated with a reduction transmission connected to the drive wheel, and the traction motor comprises a through drive shaft, which comprises a pinion, which on the wheel side is internally meshed to the reduction gear transmission system integrated with the wheel for traction movement in a corresponding gear chamber, and on the side opposite to the wheel is suitable for a brake system also integrated, and is packaged with the same components, in corresponding opposite brake chambers forming a detachable motor brake assembly, and wherein the transmission reduction group is housed in a structural support housing that can be connected to the vehicle and the motor group has its support housing, which is fixed to the structural support housing as a cover, which covers the reduction system and allows free access after it is opened.

[0010] When the axle dimensions and their obstructions do not allow complete freedom of operation, the use of axle structures provided by the prior art highly restricts the designers of industrial vehicles, since the vehicle tracks, the vehicle frame shape and, in the case of forklifts, the choice of anchoring system for the struts remain unchanged.

[0011] With the aid of a transmission system with an integrated gear reduction device and brakes, a traction system structure using two completely independent transmission devices is provided without limiting the designer, and each drive wheel is assigned one of the completely independent transmission devices; however, its implementation shows the problem of high cost and also requires many additional components to be paired and arranged on the vehicle, which determines the increase in the space required for installing the transmission control components.

[0012] The defects of the prior art also include:

[0013] — the need to impose a connection system between the motor shaft and the gear reduction input device, which results in an increase in the overall obstacle;

[0014] — Difficulties in the arrangement between the motor and the transmission, which, in addition to possible overall system instability, can also imply wear of components and the occurrence of unexpected noises;

[0015] — Higher costs, since supports must be provided for all rotating equipment;

[0016] —In the case of a transmission device using a rigid shaft, this leads to severe restrictions on the mechanical design.

[0017] The configuration providing two independent transmissions requires a dual wiring arrangement carrying power as well as thermal and speed sensor cables to the electronic control junction box.

[0018] Even the solution described in WO2007022865 shows drawbacks due to the overall obstruction of the gear motor arrangement and the dimensions of its corresponding components, taking into account the transmission power and torque. Furthermore, it is necessary to provide for the positioning of the control device on the electric traction vehicle and to arrange the corresponding wiring between the control device and the gear motor set, which then requires a careful analysis of the installation taking into account even the operation of all wiring, including the power wiring as well as the motor control wiring. Utility Model Content

[0019] The object of the utility model is to implement a compact and highly reliable integrated gear motor device with braking function and electronic control, which is cost-effective in terms of implementation, installation and maintenance.

[0020] To this end, the utility model provides a gear motor with an integrated brake for directly driving a driving wheel of an electric traction vehicle, wherein the traction motor is integrated with a gear reduction device that can be connected to the driving wheel of the electric traction vehicle corresponding to the wheel hub, wherein the gear reduction device is accommodated in a structural support frame-like component, and the structural support frame-like component can be connected to the electric traction vehicle through a fixing hole, and the traction motor has its own supporting shell fixed to the frame-like component as a cover, and the frame-like component and the cover constitute a single structural support housing of the gear motor, and the cover covers the inner surface of the frame-like component. and surrounds the gear reduction device, the opening of the cover portion enabling free access to the gear reduction device on one side and to the motor on the opposite side, the traction motor being a traction motor whose transmission shaft corresponds to a first pinion of the gear reduction device coupled or integrated with the first pinion of the gear reduction device, and the gear motor also comprising an inverter for controlling the traction motor, the inverter being housed in a closed head of the traction motor, the drive and control wiring between the inverter and the traction motor having a minimum length defined by the small distance between the traction motor and the inverter housed in the closed head of the traction motor, the drive and control wiring of the gear motor comprising a power supply cable of the inverter connected to a feed connector and a control cable connected to a data line connector of the inverter by control from the electric traction vehicle; wherein the motor shaft performs the triple function of an input gear of the gear reduction device or the first pinion, the actual shaft of the traction motor and the application connection of the braking system, the first pinion or pinion of the first stage of reduction of the gear reduction device being obtained directly on the shaft of the traction motor, the shaft of the traction motor being mechanically Machining to obtain a connecting gear for the first pinion, characterized in that it includes a braking system consisting of a friction disc, whose action is electronically controlled by a solenoid valve, which acts according to a negative drive logic, wherein if the solenoid valve is not energized, the braking system is in a braking state, and if the solenoid valve is energized, the braking system is in a released state, the friction disc is clamped by the compression force applied by a return spring, the return spring pushes the pressure disc, so that the friction disc is clamped between the pressure disc and the counter disc, and the pressure disc is attracted by the magnetic field generated by energizing the solenoid valve, so that the magnetic field attracts the pressure disc to the solenoid valve, overcoming the force of the return spring, so that the friction disc is released and rotates freely.

[0021] The traction motor of the present invention is a motor with a maximum speed between 8000-12000RPM.

[0022] In the gear motor of the utility model, the brake is located between the traction motor and the gear reduction device.

[0023] In the gear motor of the present invention, the first pinion is connected to the end of the shaft of the traction motor by snapping and keying to be coupled to the shaft of the traction motor.

[0024] In the gear motor of the utility model, the gear reduction device is a gear reduction device with two stages, the first stage is coupled with the shaft of the traction motor, and the second stage is an epicycloid stage coupled to the wheel hub.

[0025] The gear motor of the utility model is characterized in that the wheel hub is combined with or becomes an integral whole with the star wheel of the second reduction stage of the gear reduction device, and the star wheel is fixed to the wheel hub by a locking ring, and the locking ring is fixed to the corresponding threaded portion protruding from the wheel hub by screws, so as to obtain the sliding and insertion position of the end of the second pinion of the transmission device of the gear motor inwardly and axially relative to the protrusion; the transmission device is supported on the opposite side relative to the second pinion by a second bearing or a bearing of the transmission device applied to the cover portion; the transmission device is rotatably supported by the cover portion and by the wheel hub.

[0026] According to the gear motor of the utility model, the star wheel receives motion through the satellite wheel, the satellite wheel is inserted into the corresponding insertion position of the star wheel and engaged with the first edge or the outer cycloid stage edge, the outer cycloid stage edge is fixed and installed through the first disk or the edge carrier disk, and the first disk or the edge carrier disk is fixed to the frame-shaped component of the gear reduction device by screws.

[0027] In the gear motor of the present invention, the star wheel comprises three insertion positions for three corresponding satellite wheels.

[0028] In the gear motor of the utility model, the satellite wheel receives motion through the transmission device, which is a single body composed of the second pinion or the pinion of the epicycloid stage and the second edge or the edge of the first reduction stage to form a whole, and the second edge is the toothed edge of the first pinion directly engaged to the gear reduction device.

[0029] The gear motor of the utility model is characterized in that the gear of the gear reduction device is accommodated in a first chamber or in a chamber of the gear reduction device obtained in the frame-shaped component, and is characterized in that the traction motor is accommodated in a second chamber obtained in the cover portion, the first chamber is fluidly connected to the second chamber through a connecting channel, and the second chamber constitutes an additional container for the lubricant of the gear reduction device.

[0030] Furthermore, the utility model provides an electric traction vehicle, which comprises at least one gear motor as mentioned above for directly driving the driving wheels of the electric traction vehicle.

[0031] According to the technical solution of the utility model, many advantages are shown through significant creative contributions, the effects of which constitute immediate and non-negligible technical progress.

[0032] The system according to the present invention provides a highly compact motor, which is therefore cost-effective and easy to install.

[0033] Furthermore, the maximum transmission input torque shown is almost halved, allowing the use of smaller gears; in particular, the input pinion can be easily produced directly on the motor shaft.

[0034] Furthermore, the reduction ratio of the gear reduction device increases in proportion to the speed.

[0035] Finally, by arranging the emergency dynamic brake or parking brake between the motor and the gear reduction device, it will be necessary to generate a small braking torque, a component that has advantages in size, weight, total cost, operating cost-effectiveness and energy saving.

[0036] In addition, the action of the brake system according to the utility model is controlled by a solenoid valve, that is, the brake system is not mechanically controlled by a lever, but is electronically controlled. The technical solution of the utility model significantly reduces the length of the cable running from the motor control inverter to the motor itself, which has significant advantages in terms of installation and maintenance simplicity and in terms of total cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The following describes an implementable technical solution with reference to the accompanying drawings, which should be regarded as a non-limiting example of the present utility model, wherein:

[0038] Figure 1 A partial cross-sectional view of a gear motor with an integrated brake and inverter for directly driving wheels according to the present invention is shown.

[0039] Figure 2 An enlarged partial cross-sectional view of a clutch portion of a gear motor engine with an integrated brake and inverter for directly driving wheels according to the present invention is shown.

[0040] Figure 3 A three-dimensional view of the central portion of a gear motor with an integrated brake and inverter for directly driving wheels according to the present invention is shown, illustrating the operation of the integrated brake.

[0041] Figure 4 Shows Figure 1An enlarged view of the detail described in "A".

[0042] Figure 5 Shows Figure 3 An enlarged view of the detail described by "C".

[0043] Figure 6 An exploded schematic diagram of a gear motor with an integrated brake and inverter for directly driving wheels according to the utility model is shown.

[0044] Figure 7 Shows Figure 1 An enlarged view of the detail described in "B".

[0045] Figure 8 Shows Figure 7 An enlarged view of the detail of "D".

[0046] Fig. 9 Cross-sectional views of different embodiments of a gear motor with an integrated brake and inverter for directly driving wheels according to the present invention are shown.

[0047] Fig.10 Shown according to Fig. 9 An exploded schematic diagram of an embodiment of a gear motor with integrated brakes and inverter for directly driving wheels.

[0048] The following nomenclature is used in the figure:

[0049] 1. Wheel hub

[0050] 2. The first bearing or wheel hub bearing

[0051] 3. Spacers

[0052] 4. Adjust the pad

[0053] 5. Sealing pad track

[0054] 6. Sealing gasket

[0055] 7. Frame-like parts

[0056] 8. Locking ring on the edge

[0057] 9. First plate or edge carrier plate

[0058] 10. The first edge or the edge of the epicycloid level

[0059] 11. Star wheel

[0060] 12. Satellite wheel

[0061] 13. Locking ring

[0062] 14. Transmission

[0063] 15. Second bearing or transmission bearing

[0064] 16. Support the housing or cover

[0065] 17. The third bearing or the first stage pinion bearing

[0066] 18. First flange or drag flange

[0067] 19.Counting disk

[0068] 20. Second plate or friction plate

[0069] 21. Third plate or pressure plate

[0070] 22 Second flange or pressure plate support flange

[0071] 23. Inner brake lever

[0072] 24. Motor

[0073] 25. Piston

[0074] 26.Outer brake lever

[0075] 27.Wheel

[0076] 28. The second edge or the edge of the first reduction stage

[0077] 29. The first pinion or the first reduction stage pinion

[0078] 30. Second pinion or epicycloidal stage pinion

[0079] 31.Inverter feed connector

[0080] 32. Inverter

[0081] 33.Inverter data line connector

[0082] 34. Shell

[0083] 35.Head or motor closing head

[0084] 36. First End

[0085] 37. Second End

[0086] 38. Force application point

[0087] 39. Fulcrum

[0088] 40. Elastic device

[0089] 41. The first chamber or the chamber of the gear reduction device

[0090] 42. Second chamber or additional container in integrated mixing body

[0091] 43. The third chamber or the chamber of the disc brake

[0092] 44. Injection chamber

[0093] 45.Connection Channel

[0094] 46.Connection device

[0095] 47. Interval

[0096] 48. Sliding and supporting device

[0097] 49. Brakes or brake systems

[0098] 50. Gear reduction equipment

[0099] 51. Gear motor

[0100] 52.Fixing hole

[0101] 53.Solenoid valve

[0102] 54.Return spring DETAILED DESCRIPTION

[0103] Referring to the accompanying drawings, the gear motor with integrated brake and inverter for directly driving wheels according to the present invention may include a single body, which includes a gear reduction device 50, a motor 24, a brake 49, an inverter 32, and a gear motor 50, a motor 24, a brake 49, and a gear motor 50. Figure 1 , Figure 7 , Figure 6 , Figure 5 , Fig. 9 and Fig.10 . A compact and resistant solution is thus obtained, with all the advantages offered by an integrated compact unit. Advantageously, the housing 34 of the gear motor comprises a first housing and a second housing forming an integral unit, the first housing being the cover 16 and the second housing being the frame-like part 7; or the housing 34 contains the motor 24 and the gear reduction device 50 forming an integral part of the transmission. This solution advantageously enables full access to the gear motor, since by removing the housing 34 it easily opens into two parts, showing on the one hand the gear reduction device 50 with full access to its elements from the inside of the vehicle, and on the other hand also full and easy access to the motor 24 and the inverter 32, since they can be completely removed from the vehicle by simply unscrewing a few bolts.

[0104] Advantageously, all possible deviations and coupling problems in the installation of external electric machines can thus be avoided. In all cases where the retarder oil is used for cooling purposes, the housing 34 comprises one or more chambers 41, 42 which can be used as oil reserve chambers for the brake and / or as recirculation channels for the oil itself.

[0105] In the technical solution according to the utility model, the shaft of the motor 24 also directly constitutes the first pinion 29 of the first reduction stage of the gear motor. Figure 1 , Figure 2 , Fig. 9 and Fig.10 , the first pinion 29 or the pinion of the first reduction stage is obtained directly on the shaft of the motor 24. In addition, due to Figure 5 The friction disk 20 or the second disk of the brake is connected to the first pinion 29, i.e. to the shaft of the motor 24 itself, by means of the first flange 18 or the drag flange, which also constitutes the connection element for applying the brake system 49, in order to implement the braking action provided directly by the friction element on the first pinion 29, i.e. directly on the transmission shaft of the motor 24. In the case where they are constituted as different elements, the drag flange 18 is engaged radially inwards on the shaft of the motor 24 or on the first pinion of the gear reduction device 50. The drag flange 18 engages radially outwards on the friction disk 20. The drag flange 18 causes the friction disk 20 to rotate at a speed corresponding to the speed of rotation of the shaft of the motor 24 or the first pinion of the gear reduction device 50.

[0106] The shaft of the electric motor 24 thus performs a triple function:

[0107] - an input gear of a gear reduction device or a first pinion 29;

[0108] - the actual shaft of the motor 24;

[0109] —Application connection of the brake system 49.

[0110] This technical solution results in a very cost-effective and compact transmission which is able to reach almost absolute limits of constructional precision: by obtaining the input gear of the gear reduction device, i.e. the first pinion 29, directly on the shaft of the motor 24, the reduction gear can be increased, with the result that the motor speed can be increased due to the highly precise construction.

[0111] Furthermore, unlike the prior art, the present invention provides for the use of a high-speed motor 24, which is made possible by the fact that a single body is formed with a particularly precise coupling due to the integration of the motor 24 itself with the gear reduction device. The use of a high-speed motor, such as a motor with a maximum speed of about 8000 to 12000 RPM, has the following important advantages over the prior art:

[0112] - The motor is particularly compact and therefore economical and lightweight. For example, the solution according to the invention makes it possible to use a high-speed and highly compact motor, so that the use of such a motor makes it possible to reduce the obstruction outside the frame connection flange towards the inside of the machine by 40% compared to the solution implemented with a standard motor. Moreover, the use of such a motor makes it possible to work with a double maximum input transmission speed, i.e. an increase of 100%, compared to the solution implemented with a standard motor, with all the derived benefits, as explained in this description;

[0113] - Compared with the prior art structure, the maximum input torque is almost halved, and smaller gears of the gear reduction device can be used, in particular the first input pinion 29 of the gear reduction device can be easily constructed directly on the shaft of the motor 24;

[0114] The reduction ratio of the gear reduction device 50 increases in proportion to the speed;

[0115] - By applying the emergency dynamic brake 49 or parking brake between the motor 24 and the gear reduction device 50 to apply the same braking action, the brake 49 will develop a gentle braking torque.

[0116] The gear motor may or may not be provided with an oil-immersed motor, thereby implementing a system in which the oil of the gear reduction device is recirculated through appropriate channels through the motor 24 and the brake 49, rather than through the usual approach to the motor rotor to implement an overall cooling form of the gear motor: the use of sealing gaskets in the motor 24, the gear reduction device 50 and the brake 49 can thus be avoided, which is beneficial to mechanical efficiency.

[0117] The motor wheels 27 are actuated by respective hubs 1 which are integrated or integral with the star wheel 11 of the second reduction stage of the gear reduction device 50. Figure 7 In the embodiment shown, the star wheel 11 is fixed to the hub 1 by means of a locking ring 13, which is screwed to a corresponding threaded portion protruding from the hub 1. Figure 6 , Figure 7 Inwardly and axially relative to the projection comprising the threaded portion, the insertion position of the sliding and support means 48 for the end of the second pinion 30 of the transmission 14 of the gear motor is obtained on the hub 1. By applying the second bearing 15 or the bearing of the transmission on the cover 16 Figure 6 , Figure 7 , the transmission 14 is supported on the opposite side relative to the second pinion 30. The transmission is thus supported in rotation by the cover 16 and by the hub 1.

[0118] The star wheel 11 in turn receives the motion via the satellite wheel 12 of the second reduction stage, which in the embodiment shown Figure 6, are three satellite wheels inserted in three corresponding insertion positions shown on the star wheel 11, and meshed on the corresponding first edge 10 or epicycloid stage edge, which is fixed and mounted by the first plate 9 or edge carrier plate, which is fixed to the frame member 7 of the gear reduction device 50 by screws. The first edge 10 is fixed by the fixing ring 8 Figure 6 , Figure 7 , Figure 8 Fixed to the first disk 9 or the edge carrier disk. The satellite wheel 12 receives its motion through a transmission 14, which is a single body formed and integrated by the second pinion 30 or the pinion of the epicycloidal stage and the second edge 28 or the edge of the first reduction stage. The second toothed edge 28 is directly connected to the first pinion 29 or the pinion of the first reduction stage, which, as mentioned above, is directly located on the shaft of the motor 24 and is supported by the third bearing 17 or the first stage pinion bearing corresponding to the cover 16. The best technical solution is to obtain the first pinion 29 directly on the shaft of the motor 24 by mechanical work, however, it is clear that a less perfect technical solution can provide that the first pinion 29 is bushed at the end of the motor and has a key, so that it can be interchanged.

[0119] All gears of the gear reduction device 50 are accommodated in the first chamber 41 or chamber of the gear reduction device. Through the connecting channel 45, the first chamber 41 is in fluid communication with the second chamber 42 which serves as a container for additional lubricant. Figure 1 The container is integrated in the fusion of the cover 16 of the gear motor housing 34 , and the container formed by the cover 16 and the frame-shaped component 7 includes the motor 24 and the gear reduction device 50 .

[0120] The motor 24 is located on the side corresponding to the side opposite to the side where the interface between the motor 24 and the gear reduction device 50 is located, and is closed by the head 35 or a closing head that simplifies access to the motor 24 for inspection, cleaning or maintenance purposes. Figure 1 .

[0121] As explained above, the housing 34, including the cover 16 and the frame-like part 7, constitutes a container containing the motor 24 and the gear reduction device 50, which container also enables full access to the geared motor, since, by disassembling the housing 34 into its two constituent parts, the geared motor can be opened very easily into two parts, showing the reduction device 50 on the one hand and the motor 24 on the other hand. Access to the geared motor is therefore particularly simple and full access to all its components is possible, with important advantages in terms of management and maintenance simplicity.

[0122] Referring to the prior art, the outer brake lever 26 for mechanically operating the brake is not centrally acting on the shaft of the gear motor 51 corresponding to the head 35 of the motor 24, but the outer brake lever 26 for mechanically operating the brake 49 acts on an eccentric position corresponding to the radial end of the gear motor 51, referring to Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 6 . In addition, the friction disk or second disk 20 of the brake is placed in an intermediate position between the gear reduction device 50 and the motor 24 and connected to the motor shaft, i.e. the first pinion 29, near the second edge 28 of the transmission 14 of the second reduction stage. This positioning of the outer brake lever 26 and the friction disk or second disk 20 of the brake makes it possible to release the motor head 35 from any operating element. In addition, advantageously, also due to the use of a high-speed motor 24, for example a motor with a maximum speed of about 8000 to 12000 RPM, the motor 24 is highly compact.

[0123] This feature and the technical solution of the utility model involve the use of a high-speed motor 24, the arrangement of a brake system 49 in an intermediate position between the motor 24 and the reducer 50, and the use of a single closed housing 34 for the motor 24 and reducer 50 assembly, which, in addition to the advantages usually associated with the compactness and lightness of the gear motor 51, can also accommodate Figure 1 , Fig. 9 The inverter 32 controlling the motor 24 directly corresponds to the closed head 35 of the motor 24. This technical solution is not possible in the prior art system, since the overall obstacle of the motor and the gear reduction device will be too high, and the additional inverter on the closed head 35 of the motor 24 will mean the addition of an additional obstacle, which will make the installation of the gear motor and the inverter very difficult. On the contrary, the technical solution of the utility model with a smaller obstacle than that common in the prior art enables the arrangement of the inverter 32, which controls the motor 24 directly corresponding to the closed head 35 of the motor 24, to further facilitate the installation and maintenance operations on the electric traction vehicle. The advantages that can be obtained with this structure are important, because the length of the cable running from the motor control inverter 32 to the motor 24 itself is significantly reduced, with important advantages in terms of simplicity of installation and maintenance, immunity to power interference, and reduction of released power interference. In addition, the overall installation cost is also reduced, because it is sufficient to connect the feeder cable to the inverter through the feeder connector 31 and to the control cable through the data line connector 33.

[0124] All this involves important benefits and obtains a reduction motor 51 assembly with integrated inverter 32 that is compact, robust, cost-effective and lightweight, with benefits in terms of the overall cost of the controlled electric traction vehicle.

[0125] The brake system 49 comprises a friction disk 20 or second disk in a third chamber 43 constituting a disc brake chamber, the action of which is controlled by an inner brake lever 23 placed inside the reduction motor 51 in an intermediate position between the motor 24 and the reduction device 50. The inner brake lever 23 is hinged at the fulcrum 39 corresponding to the first end 36. Figure 1 , Figure 3 And the second end 37 opposite to the first end 36 corresponding to the longitudinal design of the inner brake lever 23 is controlled under the pushing action. The pushing action applied to the inner brake lever 23 includes Figure 3 The pushing force is applied to a force application point 38, which is approximately midway between the first end 36 and the second end 37 of the inner brake lever 23. The pushing force applied by the inner brake lever 23 corresponding to the force application point 38 causes Figure 5 The advancement of the third disc 21 or pressure disc clamps the friction disc 20 between it and the calculation disc 19. The third disc 21 or pressure disc is supported by a second flange 22 or pressure disc fixed to the cover 16 corresponding to the side of the cover 16 on which the motor 24 is engaged, i.e. on the opposite side of the cover 16 with respect to the fixed side of the frame-like part 7 that accommodates the gear reduction device 50. The braking system 49 thus comprises an oil-immersed disc brake with hydraulic actuation and a mechanical lever. The elastic means 40, in the embodiment shown, a spring placed between the cover 16 and the inner brake lever 23, exert their reaction force by pushing the inner brake lever 23 in the opposite direction with respect to the thrust direction exerted by the piston 25, so as to bring the braking system 49 back to its non-braking state.

[0126] By means of the connection device 46 placed on the cover 16 Figure 6 , by injecting oil in the injection chamber 44, hydraulic actuation Figure 4 The oil injection in the injection chamber 44 includes a push on the piston 25 , which corresponds to the second end 37 of the inner brake lever 23 applying the necessary pushing force.

[0127] Furthermore, the piston 25 can even be placed in a pushed condition by acting on the outer brake lever 26 which directly exerts its action on the piston 25 for controlling the brake application, thus implementing a mechanical actuation.

[0128] In another embodiment, reference Fig. 9 , Fig.10, the braking system 49 consists of a friction disc 20 or a second disc, whose action is controlled by a solenoid valve 53, i.e. the braking system 49 is not mechanically controlled by a lever, but is electronically controlled, as described below. The braking system 49 consists of a friction disc 20, whose action can be controlled by a solenoid valve 53, which acts according to a negative drive logic, i.e. if the solenoid valve 53 is not energized, the braking system 49 is in a braking state, and if the solenoid valve 53 is energized, the braking system 49 is in a released state. The previously described solution lacks the internal brake lever 23 and therefore lacks a mechanical activation function by an external lever. The braking system 49 in this different embodiment, with reference to Fig. 9 , Fig.10 , is a parking brake only with electromagnetic release. The friction disc 20 is clamped by the compression force applied by the return spring 54, which pushes the pressure disc 21 so that the friction disc 20 is clamped between the pressure disc 21 and the counter disc 19. By energizing the solenoid valve 53, the magnetic field attracts the pressure disc 21 to the solenoid valve 53, overcoming the force of the return spring 54. In this way, the friction disc 20 is released and rotates freely. The brake system 49 is still located in the middle position between the motor 24 and the reducer 50, in the corresponding chamber that constitutes the disc brake chamber. The third disc 21 or pressure disc is supported between the counter disc 19 and the solenoid valve 53 by a pin, allowing the third disc 21 or pressure disc to move axially under the action of the return spring 54 and the solenoid valve 53. It is started by energizing or de-energizing the solenoid valve 53.

[0129] Advantageously, the use of a high-speed motor indicated as 8000 to 12000 RPM can reduce the maximum input torque of the transmission device to nearly half, so that smaller gears can be used. Therefore, a higher reduction ratio can be used. Although the prior art requires the use of a gear reduction device with a reduction ratio of about 20 / 30, the system of the utility model can use a reduction ratio of about 50 / 60.

[0130] Advantageously, the availability of a particularly compact gear motor assembly 51 with an integrated inverter 32 also makes it possible to have the structure of an electric traction vehicle with a complete set for each traction wheel, so as to be able to individually control each drive wheel, each drive wheel being equipped with its own gear motor 51 with an integrated inverter 32. In addition, for example in the case of a three-wheel electric traction vehicle, the technical solution of the utility model can also be applied to a single traction wheel, without being restricted by the purpose of the utility model.

[0131] Without being limited by the purpose of the present invention, examples of electric traction vehicles, on which the gear motor 51 with an integrated inverter 32 according to the present invention can be applied, are working vehicles, tractors, forklifts.

[0132] The hub 1 of the wheel 27 is supported in the frame-like member 7 of the gear motor 51 by a pair of first bearings 2 with interposed spacers 3, see Figure 6 , Figure 7 , Figure 8 The adjustable pad 4 inserted between the first bearing 2 and the spacer 3 can further correct and adjust the fixation of the hub 1. In the preferred technical solution of the utility model, the hub 1 of the wheel 27 can also be supported by a single bearing.

[0133] The space 47 between the hub 1 and the frame-shaped member 7 is referred to as Figure 6 , Figure 8 The closure by the sealing gasket 6 coupled to the corresponding sealing gasket rail 5 to implement the sealing conditions explained previously has the additional advantage of avoiding any possible penetration of dirt.

[0134] Basically, the present invention relates to a gear motor 51 with an integrated brake 49 for directly driving a motor wheel 27 of an electric traction vehicle, wherein a traction motor 24 is integrated into a gear device 50, which is connectable to a drive wheel 27 of the electric traction vehicle corresponding to a wheel hub 1, wherein the gear device 50 is accommodated in a structural support frame-like member 7 connectable to the electric traction vehicle through fixing holes 52. The traction motor 24 has a support housing that can be fixed to the frame-like member 7 as a cover 16, the frame-like member 7 and the cover 16 forming a single structural support housing 34 of the gear motor 51, the cover 16 covering and enclosing a gear reduction device 50 in the frame-like member 7, the opening of the cover 16 enabling free access to the gear reduction device 50 and the motor 51. The traction motor 24 is a compact high-speed motor 24 with a maximum speed of about 8000 to 12000 RPM, and its transmission shaft is coupled to or integrated with a first pinion of the gear reduction device 50 corresponding to the first pinion of the gear reduction device 50. Preferably, the closed head 35 corresponding to the motor 24 accommodates a drive and control inverter 32 of the motor 24, and the drive and control wiring between the inverter 32 and the motor 24 has a minimum length, which is defined by the small distance between the motor 24 accommodated by the closed head 35 corresponding to the motor 24 and the inverter 32, and the drive and control wiring from the gear motor 51 controlled by the electric traction vehicle includes a power supply cable of the inverter 32 connected to the feed connector 31 and a control cable connected to the data line connector 33 of the inverter 32.

[0135] The gear reduction device 50 is preferably a two-stage gear reduction device, the first stage of which is coupled to the shaft of the motor 24 , and the second stage is an epicycloidal stage coupled to the hub 1 .

[0136] Finally, the present invention also relates to an electric traction vehicle comprising at least one gear motor 51 according to the present invention for direct transmission to a motor wheel 27 of the electric traction vehicle.

[0137] The utility model is described with reference to the accompanying drawings in its preferred embodiments, however, it is obvious that many possible modifications, changes and variations will be clear to those skilled in the art based on the previous description. Therefore, it should be noted that the previous description is not a limitation of the utility model, but includes all modifications, changes and variations according to the attached claims.

Claims

1. A gear motor (51) with an integrated brake for directly driving a drive wheel (27) of an electric traction vehicle, wherein the traction motor is integrated with a gear reduction device (50) connectable to the drive wheel (27) of the electric traction vehicle corresponding to the wheel hub (1), wherein the gear reduction device (50) is accommodated in a structural support frame (7) connectable to the electric traction vehicle via fixing holes (52), the traction motor (24) having its own supporting housing fixed to the frame (7) as a cover (16), the frame (7) and the cover (16) constituting a single structural support housing (34) of the gear motor (51), the cover (16) covering and surrounding the gear reduction device (50) in the frame (7), the opening of the cover (16) enabling free access to the gear reduction device (50) on one side and to the motor (51) on the opposite side, characterized in that The traction motor (24) is a traction motor (24) having a transmission shaft coupled to or integrated with a first pinion of the gear reduction device (50), and the gear motor further comprises an inverter (32) for controlling the traction motor (24), the inverter (32) being housed in a closed head (35) of the traction motor (24), and the drive and control wiring between the inverter (32) and the traction motor (24) having a minimum length, which is determined by the minimum length of the inverter (32) and the traction motor (24). The invention relates to a traction motor (24) and an inverter (32) housed in a closed head (35) of the traction motor (24), wherein the drive and control wiring of the gear motor (51) comprises a power supply cable of the inverter (32) connected to a feed connector (31) and a control cable connected to a data line connector (33) of the inverter (32), through control from the electric traction vehicle; wherein the motor shaft performs the input gear of the gear reduction device or the first pinion (29), the actual shaft of the traction motor (24) and the braking system. (49) has a triple function of applying a connection, wherein the first pinion (29) or pinion of the first stage reduction of the gear reduction device (50) is directly obtained on the shaft of the traction motor (24), and the shaft of the traction motor (24) is mechanically machined to obtain the connecting gear of the first pinion (29), characterized in that it includes a braking system (49) composed of a friction disk (20), whose action is electronically controlled by a solenoid valve (53), and the solenoid valve (53) acts according to a negative drive logic, wherein, if the solenoid valve (53) is not energized, the brake The system (49) is in a braking state. If the solenoid valve (53) is energized, the braking system (49) is in a released state. The friction disc (20) is clamped by the compression force applied by the return spring (54). The return spring (54) pushes the pressure disc (21), so that the friction disc (20) is clamped between the pressure disc (21) and the counting disc (19). The magnetic field generated by energizing the solenoid valve (53) attracts the pressure disc (21), so that the magnetic field attracts the pressure disc (21) toward the solenoid valve (53), overcoming the force of the return spring (54). In this way, the friction disc (20) is released and rotates freely.

2. The gear motor (51) with integrated brake according to claim 1, characterized in that The traction motor (24) is a motor with a maximum speed between 8000-12000 RPM.

3. The gear motor (51) with integrated brake according to claim 1, characterized in that The brake is located between the traction motor (24) and the gear reduction device (50).

4. The gear motor (51) with integrated brake according to claim 1, characterized in that The first pinion (29) is coupled to the shaft of the traction motor (24) by snap-fitting and by being keyed to the end of the shaft of the traction motor (24).

5. The gear motor (51) with integrated brake according to claim 1, characterized in that The gear reduction device (50) is a gear reduction device with two stages, a first stage of which is coupled to the shaft of the traction motor (24) and a second stage is an epicycloidal stage coupled to the wheel hub (1).

6. The gear motor (51) with integrated brake according to claim 5, characterized in that The hub (1) is combined or integrated with a star wheel (11) of the second reduction stage of the gear reduction device (50), and the star wheel (11) is fixed to the hub (1) by a locking ring (13), which is fixed by screws on a corresponding threaded portion protruding from the hub (1), and the sliding and insertion position of the support device (48) for the end of the second pinion (30) of the transmission device (14) of the gear motor is obtained inwardly and axially relative to the protrusion; the transmission device (14) is supported on the opposite side relative to the second pinion (30) obtained by a second bearing (15) or a bearing of the transmission device applied to the cover part (16); the transmission device (14) is rotatably supported by the cover part (16) and by the hub (1).

7. The gear motor (51) with integrated brake according to claim 6, characterized in that The star wheel (11) receives movement via a satellite wheel (12), which is inserted into a corresponding insertion position of the star wheel (11) and engages with a first edge (10) or an outer cycloid stage edge, which is fixed and mounted via a first disk (9) or an edge carrier disk, which is fixed to the frame-shaped component (7) of the gear reduction device (50) by screws.

8. The gear motor (51) with integrated brake according to claim 7, characterized in that The star wheel (11) comprises three insertion positions for three corresponding satellite wheels (12).

9. The gear motor (51) with integrated brake according to claim 7, characterized in that The satellite wheel (12) receives movement through the transmission (14), which is a single body composed and integrated by the second pinion (30) or the pinion of the epicycloidal stage and the second edge (28) or the edge of the first reduction stage, the second edge (28) being the toothed edge of the first pinion directly engaged to the gear reduction device (50).

10. The gear motor (51) with integrated brake according to claim 7, characterized in that The gears of the gear reduction device (50) are accommodated in a first chamber (41) or in a chamber of the gear reduction device obtained in the frame-like component (7), and it is characterized in that the traction motor (24) is accommodated in a second chamber (42) obtained in the cover part (16), the first chamber and the second chamber (42) are fluidically connected through a connecting channel (45), and the second chamber (42) constitutes an additional container for the lubricant of the gear reduction device (50).

11. An electric traction vehicle, characterized in that It comprises at least one gear motor (51) with an integrated brake according to any of the preceding claims 1 to 10.

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