Hydraulic driving motor capable of realizing free running of vehicle

Abstract

The utility model discloses a hydraulic driving motor capable of realizing free running of a vehicle, which comprises a main shaft, a rotor, a stator, a plunger and a free running component, the stator is fixedly sleeved outside the main shaft, and the rotor can rotate relative to the stator; a stator main body part of the stator is provided with a plurality of plunger grooves which are uniformly arranged at intervals along the circumferential direction of the stator, and a plunger is movably arranged in each plunger groove; the rotors are sleeved with vehicle tires in a co-rotating mode, the inner surface of a middle rotor of the rotors is in a wave shape in the circumferential direction, and the plungers are pushed by hydraulic oil in the plunger grooves to make contact with the inner surface of the middle rotor and push the middle rotor to rotate; the free moving assembly prevents the plunger from making contact with and driving the inner surface of the middle rotor when not subjected to the pressure of the hydraulic oil by exerting pulling force on the plunger. Adjustment of power torque of a vehicle body is achieved by adjusting the pressure of hydraulic oil, the free moving assembly prevents the plunger from making contact with the inner surface of the rotor when not subjected to the pressure of the hydraulic oil, and the plunger is prevented from generating friction resistance to the rotor when the vehicle moves freely.

Description

Technical Field

[0001] The utility model belongs to the technical field of engineering vehicle drive motors, and particularly relates to a hydraulic drive motor capable of realizing free movement of a vehicle. Background Art

[0002] In engineering technical fields such as wind power installation, mines, factory areas, port terminals, and special environment work areas, the construction sites are generally located in mountainous areas and other places with extremely poor road traffic conditions. The equipment required at the construction sites is often relatively large, such as wind turbine blades. This poses higher requirements for transport engineering vehicles, demanding that the engineering vehicles have strong climbing ability, cross-country ability, and a safer downhill ability. In the prior art, there are still many defects in the above-mentioned engineering transport vehicles. For example, there are many steep slopes on mountain roads. When the vehicle goes downhill, it often needs to continuously brake to make the vehicle go downhill safely. However, due to the large tonnage of the engineering vehicle, continuous braking will seriously affect the service life of the brakes. Currently, fire accidents and major accidents caused by frictional heat generation due to the current braking mode occur frequently. Another example is that when the vehicle moves freely, the resistance is relatively large. Free movement means the vehicle runs when it is being towed and not driven by the motor. In addition, many existing hydraulic drive motors require special and complex oil distributors to distribute hydraulic oil for the motor to achieve the periodic operation of the motor. This often results in a large axial dimension and volume of the motor, and the oil distributor itself operates or needs to cooperate with other operating components to achieve the periodic connection of the oil circuit, that is, the oil circuit is distributed on two components that move relative to each other, resulting in a complex oil circuit and poor sealing performance. Content of the Utility Model

[0003] Aiming at the above problems existing in the prior art, the purpose of the utility model is to provide a hydraulic drive motor capable of realizing free movement of a vehicle, which adjusts the power torque of the vehicle body by adjusting the pressure of the hydraulic oil, has a large load capacity, is flexible and mobile in operation, overcomes the shortcoming of the existing vehicle only reducing speed by stepping on the brake, can realize slow-speed driving by reducing the pressure of the hydraulic oil to achieve speed reduction, can be used as an additional brake for heavy vehicles to increase the braking efficiency, improve the safety factor of the vehicle and the service life of the brakes, is applicable to the transportation of medium and large-sized equipment in road conditions such as factories, mines, port terminals, mountainous areas, and the military, can realize overloading and overweight transportation, and the free movement component prevents the plunger from contacting the inner surface of the middle rotor when not under the pressure of the hydraulic oil, thereby preventing the plunger from generating frictional resistance on the rotor when the vehicle equipped with the motor moves freely.

[0004] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0005] A hydraulic drive motor capable of realizing free movement of a vehicle includes a main shaft, a rotor, a stator, a plunger, and a free movement component. The stator is fixedly sleeved outside the main shaft, and the rotor can rotate relative to the stator;

[0006] The stator includes a stator main body connected integrally and two stator connection parts located on both sides of the stator main body respectively. A plurality of plunger grooves are provided on the stator main body. The plunger grooves are grooves provided on the circumferential outer surface of the stator main body. The plurality of plunger grooves are arranged at uniform intervals along the circumference of the stator. A plunger is movably arranged in each plunger groove. Each plunger groove is equipped with a first oil passage of the plunger groove. The two ends of the first oil passage of the plunger groove are respectively the inlet and outlet of the hydraulic oil, and the middle part is communicated with the plunger groove.

[0007] The vehicle tire is rotatably sleeved outside the rotor. The rotor includes a middle rotor and two end-cover rotors. The two end-cover rotors are respectively fixedly connected to the two end faces of the middle rotor. The two end-cover rotors are respectively sleeved outside the two stator connection parts through bearings. The inner surface of the middle rotor is wavy along the circumference. The plunger contacts the inner surface of the middle rotor under the push of the hydraulic oil in the plunger groove and pushes the middle rotor to rotate.

[0008] The free-wheeling assembly prevents the plunger from contacting and driving the inner surface of the middle rotor when the plunger is not under the pressure of the hydraulic oil by applying a pulling force to the plunger.

[0009] As a further improvement of the above technical solution:

[0010] The free-wheeling assembly includes a plunger top roller and two springs. The plunger top roller passes through one end of the plunger that extends beyond the plunger groove. The two springs are respectively connected to both ends of the plunger top roller. One end of the spring is fixed on the stator and the other end is connected to one end of the plunger top roller.

[0011] The two springs are respectively located in two auxiliary holes on both sides of the corresponding plunger groove. The auxiliary holes are holes provided on the stator main body.

[0012] On the end face of each end-cover rotor facing the other end-cover rotor, a plurality of wavy guide rails located in the same ring are provided. The concave and convex trends of the guide rails on the two end-cover rotors are arranged staggeredly; the hydraulic drive motor further includes a control valve. The control valve includes a connecting rod part and two large heads thicker than the connecting rod part connected to both ends of the connecting rod part. The control valve passes through the first oil passage of the plunger groove. The outer diameter of the connecting rod part is smaller than the aperture of the first oil passage of the plunger groove. The two large heads can be respectively inserted into and block the two ends of the first oil passage of the plunger groove. The two end parts of the control valve respectively contact the guide rails on the two end-cover rotors. As the rotor rotates, the guide rails on the two end-cover rotors push the control valve to reciprocate to alternately block the two ends of the first oil passage of the plunger groove.

[0013] Each plunger groove is also equipped with a first stator oil passage, a second stator oil passage, and a second plunger groove oil passage. One inlet and outlet of the first stator oil passage are arranged on the inner surface of the stator main body, and the other inlet and outlet communicate with one end of the first plunger groove oil passage. The other end of the first plunger groove oil passage communicates with one end of the second stator oil passage. The inlet and outlet at the other end of the second stator oil passage are arranged on the inner surface of the stator main body. One end of the second plunger groove oil passage communicates with the middle of the first plunger groove oil passage, and the other end communicates with the plunger groove.

[0014] One of the first stator oil passage and the second stator oil passage is an oil inlet passage, and the other is an oil outlet passage. Both the first stator oil passage and the second stator oil passage are passages arranged radially in the stator main body. The length direction of the first plunger groove oil passage is parallel to the axial direction of the stator.

[0015] A stator oil drain passage is also arranged on the stator main body. The stator oil drain passage is used to guide and discharge the leaked hydraulic oil in the motor. The stator oil drain passage includes a first stator oil drain passage and a second stator oil drain passage. The first stator oil drain passage is a groove arranged on the inner surface of the stator. The first stator oil drain passage is arranged in a circle along the circumferential direction of the inner surface of the stator. One end of the second stator oil drain passage communicates with the first stator oil drain passage, and the port at the other end is arranged on the circumferential outer surface of the stator main body.

[0016] A first groove and a second groove are also arranged on the inner surface of the stator. Both the first groove and the second groove are grooves arranged on the inner surface of the stator and are grooves arranged in a circle along the circumferential direction of the inner surface of the stator. Each first stator oil passage communicates with the first groove, and each second stator oil passage communicates with the second groove. Radial first holes, second holes, and oil drain holes are arranged on the main shaft. When the stator is sleeved on the main shaft, the first hole communicates with the first groove, the second hole communicates with the second groove, and the oil drain hole communicates with the first stator oil drain passage. The first hole, the second hole, and the oil drain hole on the main shaft all communicate with the axial through hole of the main shaft.

[0017] The external oil drain pipe passes through the axial through hole of the main shaft and then inserts into the oil drain hole. The external oil inlet pipe passes through the axial through hole of the main shaft and then inserts into the first hole or the second hole. The external oil return pipe passes through the axial through hole of the main shaft and then inserts into the second hole or the first hole.

[0018] The beneficial effects of the utility model are as follows:

[0019] (1) By changing the flow direction of the hydraulic oil, the motor housing is driven forward and backward, thereby realizing the forward and backward driving of the wheel.

[0020] (2) The adjustment of the vehicle body's dynamic torque is achieved by adjusting the pressure of the hydraulic oil. The vehicle speed can be adjusted flexibly, enabling a relatively large driving torque. It has a large load-bearing capacity and is flexible in operation. It overcomes the drawback of existing vehicles that only decelerate by stepping on the brakes. It can achieve a slow-speed drive and deceleration by reducing the pressure of the hydraulic oil, and can be used as an additional brake for heavy vehicles, increasing the braking efficiency, improving the safety factor of the vehicle and the service life of the brakes. It is applicable to the transportation of medium and large-sized equipment in areas with harsh road conditions such as factories, mines, port terminals, mountainous areas, and the military.

[0021] (3) The oil intake and oil discharge of each plunger groove are controlled by the reciprocating movement of the control valve. The reciprocating movement of the control valve is pushed by the guide rails on the two rotating rotor end covers. It is a pure mechanical structure with precise control. The control valve passes through the stator and does not require a large separate axial space. The hydraulic oil channels on the motor are all on the stator and are not distributed on the two moving parts. The oil circuit has good sealing performance, eliminating the need for a complex oil distributor, greatly reducing the axial size and volume of the motor, and increasing the service life and power of the motor.

[0022] (4) The free-travel component prevents the plunger from contacting the inner surface of the middle rotor when not under the pressure of the hydraulic oil, thus preventing the plunger from generating frictional resistance to the rotor when the vehicle equipped with the motor is in free travel. Free travel refers to the operation of the vehicle when it is being towed and not driven by the motor.

[0023] (5) Driven by hydraulic oil, it is convenient for automatic and intelligent settings with other controls of the vehicle body and is conducive to energy conservation and emission reduction. Description of the Drawings

[0024] Figure 1 It is a schematic structural diagram of an embodiment of the present utility model.

[0025] Figure 2 is Figure 1 The enlarged schematic diagram of part A of

[0026] Figure 3 It is a schematic diagram of the matching structure of the middle rotor and the plunger of the motor in an embodiment of the present utility model.

[0027] Figure 4 It is a schematic diagram of the end cover rotor structure in an embodiment of the present utility model.

[0028] Figure 5 It is a schematic diagram of the stator structure of the motor in an embodiment of the present utility model.

[0029] Figure 6 It is a schematic diagram of the operation of the control valve after the circumferential unfolding of the end cover rotor and the motor in an embodiment of the present utility model. Detailed Embodiment

[0030] The following is a detailed description of the specific embodiments of the present utility model in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only for the purpose of illustrating and explaining the present utility model, and are not intended to limit the present utility model.

[0031] For ease of description, spatial relative terms such as "above", "over", "on the upper surface", "upper" etc. may be used herein to describe the spatial positional relationship of one device or feature to another device or feature as shown in the drawings. It should be understood that the spatial relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the drawings. For example, if the device in the drawing is inverted, the device described as "above" or "over" other devices or structures will then be positioned "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both the orientations of "above" and "below". The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and corresponding interpretations of the spatial relative descriptions used herein will be made.

[0032] A hydraulic drive motor capable of realizing free movement of a vehicle, as Figures 1 to 6 shown, the motor is a hydraulic motor, as Figure 1 shown, the motor includes a main shaft 7, a rotor, a stator 2, a free movement assembly 4, a plunger 5 and a control valve 3. The stator 2 is fixedly connected to the main shaft 7, and the rotor can rotate relative to the stator 2 with the main shaft 7 as the central axis.

[0033] When the motor is installed on a vehicle, the main shaft 7 and the drive axle shaft are coaxially and fixedly connected. The main shaft 7 is provided with an axial through hole and a radial through hole.

[0034] The rotor includes a middle rotor 11 and end cap rotors. There are two end cap rotors, namely a front end cap rotor 12 and a rear end cap rotor 13. The front end cap rotor 12 and the rear end cap rotor 13 are respectively fixedly connected to the two end faces of the middle rotor 11, and the front end cap rotor 12 and the rear end cap rotor 13 are fixedly connected to the middle rotor 11 by bolts. The middle rotor 11 is as Figures 1 to 3 shown, the middle rotor 11 is a cylindrical structure, that is, the middle rotor 11 is hollow, and the middle rotor 11 has an outer surface 111, an inner surface 112 and two end faces, as Figure 3 shown. The outer surface 111 of the middle rotor 11 is a cylindrical outer surface. The inner surface 112 of the middle rotor 11 is a curved surface. Specifically, in a plane perpendicular to the axial direction of the middle rotor 11, the inner surface 112 of the middle rotor 11 is wavy, and the wavy shape is formed by sequentially connecting a plurality of wave units end to end. An object fits along the inner surface 112 of the middle rotor 11 Figure 3As shown, the middle rotor 11 moves clockwise in the circumferential direction. When passing through a wave unit, the object will first gradually approach the central axis of the middle rotor 11. Let this section of the path of the wave unit be the downward section 1121. Then the object will gradually move away from the central axis of the middle rotor 11. Let this section of the path of the wave unit be the upward section 1122.

[0035] The front end cover rotor 12, the rear end cover rotor 13 and the middle rotor 11 are connected to form the outer shell or housing of the motor. The housing has an internal cavity, that is, the front end cover rotor 12, the rear end cover rotor 13 and the middle rotor 11 have an enclosed space.

[0036] The end cover rotor is as Figure 4 shown, it is a cylindrical structure with a relatively thin thickness, or it can be said to be an annular plate-like structure. On one end face of the end cover rotor, a plurality of guide rails 14 are provided. The guide rails 14 are structures protruding from the end face of the end cover rotor. The guide rails 14 are in an arch shape or a wave shape, that is, along the length direction of the guide rails 14, the height of the guide rails 14 first gradually increases and then gradually decreases. In other words, when an object moves along the upper surface B of the guide rails 14, the distance between the object and the end face C of the end cover rotor first increases and then decreases, changing periodically in this way. A plurality of guide rails 14 are evenly arranged on the same ring, and this ring and the end cover rotor share the same central axis. During installation, the side of the front end cover rotor 12 with the guide rails 14 faces the side of the rear end cover rotor 13 with the guide rails 14, and the guide rails 14 on the front end cover rotor 12 and the guide rails 14 on the rear end cover rotor 13 are staggered. That is, the top of the guide rails 14 on the front end cover rotor 12 is aligned with the connection point between two adjacent guide rails 14 on the rear end cover rotor 13. The connection point between two adjacent guide rails 14 is the bottom or the lowest point of the guide rails 14. In this way, in the axial direction, the distance from any point on the upper surface B of the guide rails 14 of the front end cover rotor 12 to the guide rails 14 on the rear end cover rotor 13 is equal everywhere.

[0037] The stator 2 is as Figure 5 shown, the stator 2 has a central through hole. The shape of the through hole is cylindrical, and this through hole is for the main shaft 7 to pass through. The stator 2 is fixedly sleeved on one end of the main shaft 7. Preferably, a ring of teeth is provided on the inner wall of the through hole of the stator 2, and a ring of teeth is provided on the outer surface of one end of the main shaft 7. The teeth on the stator 2 and the teeth on the main shaft 7 are engaged with each other, so that the stator 2 and the main shaft 7 are relatively fixedly connected together.

[0038] The stator 2 includes a stator main body portion 22 and two stator connection portions 21 that are integrally connected. The two stator connection portions 21 are respectively located on both sides of the main body portion 201. Both the stator main body portion 22 and the stator connection portions 21 are cylindrical. The outer diameter of the stator main body portion 22 is larger than that of the stator connection portions 21. The front end cover rotor 12 is sleeved outside one stator connection portion 21 through a bearing 6, and the rear end cover rotor 13 is sleeved outside the other stator connection portion 21 through another bearing 6. The main body portion 201 is located within the space enclosed by the front end cover rotor 12, the rear end cover rotor 13, and the middle rotor 11. In other words, the main body portion 201 is located between the front end cover rotor 12 and the rear end cover rotor 13, and the stator main body portion 22 does not contact the middle rotor 11, the front end cover rotor 12, or the rear end cover rotor 13. The stator 2, the middle rotor 11, the front end cover rotor 12, and the rear end cover rotor 13 share the same central axis.

[0039] The stator main body portion 22 is provided with a stator first oil passage 221, a stator second oil passage 222, a stator oil drain passage, a plunger groove first oil passage 225, a plunger groove second oil passage 226, and a plunger groove 224, as Figure 1 、 2 and shown in 5. The plunger groove 224 is a groove provided on the circumferential outer surface of the stator main body portion 22. There are multiple plunger grooves 224, and the multiple plunger grooves 224 are evenly spaced along the circumferential direction of the stator 2.

[0040] There are multiple plungers 5, and the multiple plungers 5 can be respectively inserted into the multiple plunger grooves 224. The plunger 5 is equivalent to a piston and is placed in the plunger groove 224 without being fixedly connected. The plunger 5 fits against the circumferential wall surface of the plunger groove 224, so that a volume space is formed between the plunger 5 and the bottom surface of the plunger groove 224. When the plunger 5 makes a reciprocating piston-like movement in the plunger groove 224, the volume of this volume space changes. In this embodiment, one end of the plunger 5 close to the bottom surface of the plunger groove 224 is cylindrical, and the other end far from the bottom surface of the plunger groove 224 is conical-like. One end of the plunger 5 is located within the plunger groove 224, and the other end is located outside the plunger groove 224, that is, the plunger 5 extends beyond the plunger groove 224.

[0041] The stator first oil passage 221, the stator second oil passage 222, the stator oil drain passage, the plunger groove first oil passage 225, and the plunger groove second oil passage 226 are all channels provided on the stator main body portion 22. Each plunger groove 224 is equipped with a stator first oil passage 221, a stator second oil passage 222, a plunger groove first oil passage 225, and a plunger groove second oil passage 226. One of the stator first oil passage 221 and the stator second oil passage 222 is an oil inlet passage, and the other is an oil outlet passage. The hydraulic oil in the oil inlet passage sequentially passes through the plunger groove first oil passage 225 and the plunger groove second oil passage 226 to enter the plunger groove 224 and push the plunger 5 to move. The hydraulic oil in the plunger groove 224 sequentially flows through the plunger groove second oil passage 226 and the plunger groove first oil passage 225 to the oil outlet passage, asFigure 1 and 2 As shown in 2 , one inlet / outlet of the first stator oil passage 221 is arranged on the inner surface of the stator main body 22, and the other inlet / outlet communicates with one end of the first oil passage 225 of the plunger groove. The other end of the first oil passage 225 of the plunger groove communicates with one end of the second stator oil passage 222. The inlet / outlet at the other end of the second stator oil passage 222 is arranged on the inner surface of the stator main body 22. One end of the second oil passage 226 of the plunger groove communicates with the middle part of the first oil passage 225 of the plunger groove, and the other end communicates with the plunger groove 224. The connection part between the plunger groove 224 and the second oil passage 226 of the plunger groove is located on the bottom surface of the plunger groove 224. Specifically, when viewed axially from the stator 2, the first stator oil passage 221 and the second stator oil passage 222 are respectively located on both sides of the plunger groove 224. The first stator oil passage 221 and the second stator oil passage 222 are both channels arranged radially on the stator main body 22. The length direction of the first oil passage 225 of the plunger groove is parallel to the axial direction of the stator 2, and the first oil passage 225 of the plunger groove is located between the plunger groove 224 and the middle through hole of the stator 2.

[0042] The stator oil drain passage is used to guide and discharge the leaked hydraulic oil in the motor. The stator oil drain passage includes a first stator oil drain passage 223 and a second stator oil drain passage (not shown in the figure). The first stator oil drain passage 223 is a groove arranged on the inner surface of the stator 2. The first stator oil drain passage 223 is arranged in a circle along the circumferential direction of the inner surface of the stator 2. When the main shaft 7 is connected to the stator 2, the outer surface of the main shaft 7 fits the inner surface of the stator 2, and a channel capable of accommodating hydraulic oil is formed between the outer surface of the main shaft 7 and the first stator oil drain passage 223. The second stator oil drain passage is a radial through hole on the stator main body 22. One end of the second stator oil drain passage communicates with the first stator oil drain passage 223, and the port at the other end is arranged on the circumferential outer surface of the stator main body 22. There are multiple second stator oil drain passages, and one second stator oil drain passage is arranged between two adjacent plunger grooves 224.

[0043] A plurality of control valves 3 are provided, and each plunger groove 224 is equipped with a control valve 3. The control valve 3 includes a connecting rod portion 32 and two large head portions 31. The two large head portions 31 are respectively connected to both ends of the connecting rod portion 32. Both the large head portion 31 and the connecting rod portion 32 are rod-shaped structures, and the length directions of the large head portion 31 and the connecting rod portion 32 are the same. The diameter of the large head portion 31 is larger than the diameter of the connecting rod portion 32. The diameter of the connecting rod portion 32 is smaller than the aperture diameter of the first oil passage 225 of the plunger groove, and the diameter of the large head portion 31 is not less than the aperture diameter of the first oil passage 225 of the plunger groove. The length direction of the control valve 3 is parallel to the axial direction of the stator 2, and the control valve 3 passes through the stator main body portion 22. Specifically, the control valve 3 passes through the first oil passage 225 of the plunger groove. Both ends of the control valve 3 in the length direction respectively contact the upper surface B of the guide rail 14 on the front end cover rotor 12 and the upper surface B of the guide rail 14 on the rear end cover rotor 13. In other words, one large head portion 31 contacts the upper surface B of the guide rail 14 on the front end cover rotor 12, and the other large head portion 31 contacts the upper surface B of the guide rail 14 on the rear end cover rotor 13.

[0044] Based on the above structure, when the rotor rotates relative to the stator 2, the control valve 3 can move along the length direction of the first oil passage 225 of the plunger groove under the action of the guide rail 14 on the front end cover rotor 12 and the guide rail 14 on the rear end cover rotor 13. Specifically, as Figure 6 shown in the schematic diagram after unfolding the front end cover rotor 12 and the rear end cover rotor 13 along their respective circumferences, the synchronous rotation of the front end cover rotor 12 and the rear end cover rotor 13 is equivalent to Figure 6 in which the unfolded front end cover rotor 12 and the rear end cover rotor 13 move up and down synchronously. When one large head portion 31 of the control valve 3 contacts the junction between two adjacent guide rails 14 of the front end cover rotor 12 and the other large head portion 31 contacts the top of the upper surface B of one guide rail 14 of the rear end cover rotor 13, such as Figure 6 the control valve 3 shown by the solid line in. As the front end cover rotor 12 and the rear end cover rotor 13 rotate, the front end cover rotor 12 will push the control valve 3 towards Figure 6 the right in, until one large head portion 31 of the control valve 3 contacts the top of the upper surface B of one guide rail 14 of the front end cover rotor 12 and the other large head portion 31 contacts the junction between two adjacent guide rails 14 of the rear end cover rotor 13, such as Figure 6 the control valve 3 shown by the dashed line in. As the front end cover rotor 12 and the rear end cover rotor 13 continue to rotate, the rear end cover rotor 13 will push the control valve 3 towards Figure 6 the left in, until the control valve 3 reaches Figure 6 the state shown by the solid line in. Obviously, the left and right movement of the control valve 3 is the reciprocating movement of the control valve 3 in the axial direction of the stator 2 or the rotor. It should be noted that in Figure 6 the front end cover rotor 12 and the rear end cover rotor 13 move up or down relative to the control valve 3. In order to clarify the change of the control valve 3, in Figure 6Among them, two states of the control valve 3 are represented by solid lines and dashed lines.

[0045] The above-mentioned reciprocating movement of the control valve 3 is to control that only one of the oil inlet passage and the oil outlet passage of the plunger groove 224 is in an open state at the same time. In other words, the control valve 3 can control the connection and disconnection of two passages, namely, the passage between the first stator oil passage 221 and the first plunger groove oil passage 225, and the passage between the second stator oil passage 222 and the first plunger groove oil passage 225. Specifically, the control valve 3 can move to a large head 31 to block and cut off the passage between the first stator oil passage 221 and the first plunger groove oil passage 225 while the other large head 31 does not block the passage between the second stator oil passage 222 and the first plunger groove oil passage 225. In other words, under the action of the control valve 3, when one of the passage between the first stator oil passage 221 and the first plunger groove oil passage 225 and the passage between the second stator oil passage 222 and the first plunger groove oil passage 225 is connected, the other is disconnected, that is, the two must be one disconnected and the other connected at the same time, and cannot be connected or disconnected at the same time.

[0046] To ensure that the above two passages are one disconnected and the other connected at the same time, the length of the connecting rod portion 32 is equal to the length of the first plunger groove oil passage 225. The length of the first plunger groove oil passage 225 is its axial dimension, and the outer diameter of the large head 31 is equal to the aperture of the first plunger groove oil passage 225, that is, the large head 31 can be inserted into the first plunger groove oil passage 225. When the control valve 3 is in Figure 6When in the position and state shown by the solid line, the large head 31 in the first stator oil passage 221 does not insert into the first oil passage 225 of the plunger groove, there is a space between the first oil passage 225 of the plunger groove and the connecting rod portion 32, and this space communicates with the first stator oil passage 221, that is, the passage between the first stator oil passage 221 and the first oil passage 225 of the plunger groove is connected; the large head 31 in the second stator oil passage 222 partially inserts into the first oil passage 225 of the plunger groove and blocks one end of the first oil passage 225 of the plunger groove, that is, the passage between the second stator oil passage 222 and the first oil passage 225 of the plunger groove is cut off. When the control valve 3 moves to the right, the large head 31 in the first stator oil passage 221 gradually approaches the first oil passage 225 of the plunger groove, and the large head 31 in the second stator oil passage 222 gradually withdraws from the first oil passage 225 of the plunger groove. When the large head 31 of the first stator oil passage 221 just enters the first oil passage 225 of the plunger groove, the large head 31 in the second stator oil passage 222 completely withdraws from the first oil passage 225 of the plunger groove. At this time, the passage between the first stator oil passage 221 and the first oil passage 225 of the plunger groove is cut off, and the passage between the second stator oil passage 222 and the first oil passage 225 of the plunger groove is about to be connected. When the control valve 3 continues to move to the right, the large head 31 at one end of the first stator oil passage 221 continues to penetrate into the first oil passage 225 of the plunger groove, the large head 31 at one end of the second stator oil passage 222 continues to move away from the first oil passage 225 of the plunger groove, the left end of the first oil passage 225 of the plunger groove continues to be in a blocked state, and the right end communicates with the second stator oil passage 222, as Figure 2 shown.

[0047] It should be noted that during processing, for the convenience of processing the first stator oil passage 221 and the second stator oil passage 222. A radial hole that radially penetrates the stator main body 22 can be machined on the circumferential outer surface of the stator main body 22. This radial hole is divided into two sections by the control valve 3. The section close to the central axis of the stator 2 is the first stator oil passage 221 or the second stator oil passage 222, and the section far from the central axis of the stator 2 is the auxiliary hole 227, and the two can be separated by a seal.

[0048] The free travel assembly 4 is used to hold the plunger 5 in check to prevent the plunger 5 from contacting the inner surface of the middle rotor 11 and hindering the rotation of the middle rotor 11 without the pressure of hydraulic oil. The free travel assembly 4 includes a plunger top roller 41 and two springs 42. The plunger top roller 41 passes through the end of the plunger 5 that exceeds the plunger groove 224. The two springs 42 are respectively connected to both ends of the plunger top roller 41. The two springs 42 are respectively located in two auxiliary holes 227 on both sides of the plunger groove 224. One end of the spring 42 is fixed in the auxiliary hole 227, and the other end is connected to one end of the plunger top roller 41.

[0049] It should be noted that when installing the spring 42, one end of the spring 42 can be first connected to a connecting block, and the connecting block is placed into the auxiliary hole 227. Then, a bolt or a screw is horizontally passed through the auxiliary hole 227 from the outside. When the bolt or the screw passes through the auxiliary hole 227, it will pass through the connecting block, thus fixing one end of the spring 42 located in the auxiliary hole 227.

[0050] The pulling forces of the two springs 42 on the plunger 5 should meet the following conditions: when the vehicle where the motor is located is running freely, the two springs 42 pull the plunger 5 so that the plunger 5 does not contact the inner surface of the middle rotor 11. To meet the above conditions, in the specific design and manufacturing, the centrifugal force of the plunger 5 can be obtained based on data such as the set free-running speed and the outer diameter of the middle rotor 11. According to this centrifugal force, the spring 42 and the position of the spring 42 located in the auxiliary hole 227 are selected so that the movement of the plunger 5 caused by the elongation of the spring 42 under this centrifugal force does not touch the inner surface of the middle rotor 11. Those skilled in the art can calculate the specific dimension values based on physical theorems and specific design requirements, which will not be elaborated here.

[0051] The number of the guide rails 14 is the same as the number of the wave units. The number of the wave units is determined according to the driving torque, rotational speed, and power requirements, and can be flexibly determined in the specific design. The process of oil intake and oil discharge in the plunger groove 224 corresponds to one working cycle of the plunger 5. The plunger 5 passes through one wave unit corresponding to one working cycle, and the control valve 3 passing through one guide rail 14 also corresponds to one working cycle of the plunger 5. The opening and closing moments or positions of each end of the first oil passage 225 of the plunger groove are determined by the two end positions of the reciprocating movement of the plunger 5, that is, the upper and lower dead points. In other words, in the specific design, the upper and lower dead point positions of the reciprocating movement of the plunger 5 are first determined. When the plunger 5 is at the dead point positions, the control valve 3 is exactly at the position where one end of the first oil passage 225 of the plunger groove is changed from open to closed and the other end is changed from closed to open. The number of the plungers 5 is greater than the number of the wave units. Preferably, the number of the plungers 5 is twice the number of the wave units.

[0052] Based on the above structure, the working principle and process of the present utility model are as follows: The oil inlet pipe, oil return pipe, and oil drain pipe are inserted into each end of the main shaft 7. Specifically, a first groove and a second groove are also provided on the inner surface of the stator 2. The first groove, the second groove, and the first stator oil drain passage 223 are all grooves provided on the inner surface of the stator 2, and are all grooves along the circumferential direction of the inner surface of the stator 2. Each stator first oil passage 221 communicates with the first groove, and each stator second oil passage 222 communicates with the second groove. The main shaft 7 is provided with a radial first hole, a second hole, and an oil drain hole. When the stator 2 is sleeved on the main shaft 7, the inner surface of the stator 2 fits the outer surface of the main shaft 7. The first hole communicates with the first groove, the second hole communicates with the second groove, and the oil drain hole communicates with the first stator oil drain passage 223. The first hole, the second hole, and the oil drain hole on the main shaft 7 all communicate with the axial through hole of the main shaft 7. The oil inlet pipe, the oil return pipe, and the oil drain pipe pass through the axial through hole of the main shaft 7 and are respectively inserted into the first hole, the second hole, and the oil drain hole. At this time, the external oil supply sequentially passes through the oil inlet pipe, the first hole, and the first groove and enters each stator first oil passage 221.

[0053] Taking a plunger groove 224 and a plunger 5 in this plunger groove 224 as an example, assume that in the initial state, the stator first oil passage 221 corresponding to this plunger groove 224 communicates with the first oil passage 225 of the plunger groove, and the plunger 5 faces the downward section 1121 of one of the wave units. The hydraulic oil in the stator first oil passage 221 sequentially passes through the first oil passage 225 of the plunger groove and the second oil passage 226 of the plunger groove and then enters the plunger groove 224. The oil in the plunger groove 224 overcomes the elastic force of the spring 42 and pushes the plunger 5. At this time, the plunger 5 contacts the Figure 3 downward section 1121 in and moves in a direction away from the central axis of the middle rotor 11. The plunger 5 pushes the middle rotor 11, causing the Figure 3 middle rotor 11 in to rotate clockwise. The middle rotor 11 drives the front end cover rotor 12 and the rear end cover rotor 13 to rotate synchronously, and the tire fixedly connected to the rotor rotates synchronously, realizing the drive of the tire. As the rotor continues to rotate, the control valve 3 is pushed by the front end cover rotor 12 or the rear end cover rotor 13, and the passage between the stator first oil passage 221 corresponding to this plunger groove 224 and the first oil passage 225 of the plunger groove is cut off by the control valve 3. The stator second oil passage 222 communicates with the first oil passage 225 of the plunger groove. Under the elastic force of the spring 42, the plunger 5 moves back. The oil in the plunger groove 224 sequentially passes through the second oil passage 226 of the plunger groove, the first oil passage 225 of the plunger groove, the stator second oil passage 222, the second groove, and the second hole on the main shaft 7 and then enters the oil return pipe. The process of the oil flowing out of the plunger groove 224 corresponds to the plunger 5 passing through the upward section 1122 of the next wave unit. When the plunger 5 reaches the downward section 1121 of the next wave unit, the stator first oil passage 221 and the first oil passage 225 of the plunger groove are reconnected, repeating the above process, and the plunger 5 can continuously push the middle rotor 11 to rotate clockwise.

[0054] In the initial state, a part of the plunger 5 faces the downward section 1121, and their stator first oil passage 221 and the plunger groove first oil passage 225 are connected; another part of the plunger 5 faces the upward section 1122, and their stator second oil passage 222 and the plunger groove first oil passage 225 are connected. At this time, when the stator first oil passage 221 serves as the oil inlet passage, it can push the middle rotor 11 to rotate Figure 3 clockwise in. If in the initial state, a part of the plunger 5 faces the upward section 1122, and their stator first oil passage 221 and the plunger groove first oil passage 225 are connected; another part of the plunger 5 faces the downward section 1121, and their stator second oil passage 222 and the plunger groove first oil passage 225 are connected. At this time, when the stator first oil passage 221 serves as the oil inlet passage, it can push the middle rotor 11 to rotate Figure 4 counterclockwise in.

[0055] In a specific case, the initial state of the motor is fixed. When it is necessary to drive the middle rotor 11 to rotate in the reverse direction, the flow direction of the hydraulic oil can be changed. That is, the hydraulic oil enters the motor from the oil return pipe and flows out from the oil inlet pipe.

[0056] Finally, it is necessary to state here that: The above embodiments are only used to further illustrate the technical solutions of the present invention in detail, and cannot be understood as a limitation on the protection scope of the present invention. Some non-essential improvements and adjustments made by those skilled in the art based on the above content of the present invention all belong to the protection scope of the present invention.

Claims

1. A hydraulic drive motor capable of realizing free travel of a vehicle, characterized in that: It comprises a main shaft (7), a rotor, a stator (2), a plunger (5) and a free-travel assembly (4), wherein the stator (2) is fixedly sleeved outside the main shaft (7), and the rotor can rotate relative to the stator (2); The stator (2) comprises an integrally connected stator main body (22) and two stator connecting parts (21) respectively located on both sides of the stator main body (22); a plurality of plunger grooves (224) are provided on the stator main body (22); the plunger grooves (224) are grooves provided on the circumferential outer surface of the stator main body (22); the plurality of plunger grooves (224) are evenly spaced along the circumference of the stator (2); a plunger (5) is movably provided in each plunger groove (224); each plunger groove (224) is equipped with a plunger groove first oil passage (225); the two ends of the plunger groove first oil passage (225) are respectively an inlet and an outlet of hydraulic oil, and the middle part is connected to the plunger groove (224); The vehicle tire is co-rotatingly sleeved outside the rotor, the rotor comprising a middle rotor (11) and two end cover rotors, the two end cover rotors are respectively fixedly connected to two end surfaces of the middle rotor (11), the two end cover rotors are respectively sleeved outside two stator connecting parts (21) through bearings, the inner surface (112) of the middle rotor (11) is wavy along the circumferential direction, and the plunger (5) contacts the inner surface of the middle rotor (11) under the impetus of hydraulic oil in the plunger groove (224) and pushes the middle rotor (11) to rotate; The free travel assembly (4) applies a pulling force to the plunger (5) to prevent the plunger (5) from contacting and driving the inner surface of the middle rotor (11) when the plunger (5) is not subjected to the pressure of the hydraulic oil.

2. The hydraulic drive motor according to claim 1, characterized in that: The free travel assembly (4) comprises a plunger top roller (41) and two springs (42). The plunger top roller (41) passes through one end of the plunger (5) that exceeds the plunger groove (224). The two springs (42) are respectively connected to the two ends of the plunger top roller (41). One end of the spring (42) is fixed on the stator (2) and the other end is connected to one end of the plunger top roller (41).

3. The hydraulic drive motor according to claim 2, characterized in that: The two springs (42) are respectively located in two auxiliary holes (227) on both sides of the corresponding plunger groove (224), and the auxiliary holes (227) are holes arranged on the stator body (22).

4. The hydraulic drive motor according to any one of claims 1 to 3, characterized in that: A plurality of wave-shaped guide rails (14) located in the same annular shape are arranged on the end surface of each end cover rotor facing the other end cover rotor, and the concave and convex tendencies of the guide rails (14) on the two end cover rotors are arranged in a staggered manner; the hydraulic drive motor also includes a control valve (3), the control valve (3) including a connecting rod portion (32) and two large heads (31) connected to the two ends of the connecting rod portion (32) and thicker than the connecting rod portion (32); the control valve (3) passes through the first oil passage (225) of the plunger groove; the outer diameter of the connecting rod portion (32) is smaller than the aperture of the first oil passage (225) of the plunger groove; the two large heads (31) can be respectively inserted into and close the two ends of the first oil passage (225) of the plunger groove; the two ends of the control valve (3) respectively contact the guide rails (14) on the two end cover rotors; as the rotors rotate, the guide rails (14) on the two end cover rotors push the control valve (3) to move back and forth so that the control valve (3) alternately closes the two ends of the first oil passage (225) of the plunger groove.

5. The hydraulic drive motor according to claim 4, characterized in that: Each plunger groove (224) is also equipped with a stator first oil passage (221), a stator second oil passage (222), and a plunger groove second oil passage (226); an inlet and outlet of the stator first oil passage (221) is arranged on the inner surface of the stator main body (22); the other inlet and outlet is connected to one end of the plunger groove first oil passage (225); the other end of the plunger groove first oil passage (225) is connected to one end of the stator second oil passage (222); the inlet and outlet of the other end of the stator second oil passage (222) are arranged on the inner surface of the stator main body (22); one end of the plunger groove second oil passage (226) is connected to the middle of the plunger groove first oil passage (225); and the other end is connected to the plunger groove (224).

6. The hydraulic drive motor according to claim 5, characterized in that: The first stator oil passage (221) and the second stator oil passage (222) are respectively an oil inlet passage and an oil outlet passage, and both the first stator oil passage (221) and the second stator oil passage (222) are passages arranged in the radial direction of the stator main body (22), and the length direction of the first plunger groove oil passage (225) is parallel to the axial direction of the stator (2).

7. The hydraulic drive motor according to claim 5, characterized in that: A stator oil leakage channel is also provided on the stator main body (22), and the stator oil leakage channel is used to guide and discharge hydraulic oil leaked from the motor. The stator oil leakage channel comprises a first stator oil leakage channel (223) and a second stator oil leakage channel. The first stator oil leakage channel (223) is a groove arranged on the inner surface of the stator (2). The first stator oil leakage channel (223) is arranged along the circumference of the inner surface of the stator (2). One end of the second stator oil leakage channel is connected to the first stator oil leakage channel (223), and the port at the other end is arranged on the circumferential outer surface of the stator main body (22).

8. The hydraulic drive motor according to claim 7, characterized in that: The inner surface of the stator (2) is also provided with a first groove and a second groove. Both the first groove and the second groove are grooves arranged on the inner surface of the stator (2) and are grooves along the circumference of the inner surface of the stator (2). Each stator first oil passage (221) is connected to the first groove, and each stator second oil passage (222) is connected to the second groove. The main shaft (7) is provided with a radial first hole, a second hole and an oil drain hole. When the stator (2) is sleeved on the main shaft (7), the first hole is connected to the first groove, the second hole is connected to the second groove, the oil drain hole is connected to the first stator oil drain passage (223), and the first hole, the second hole and the oil drain hole on the main shaft (7) are connected to the axial through hole of the main shaft (7).

9. The hydraulic drive motor according to claim 8, characterized in that: The external oil drain pipe passes through the axial through hole of the main shaft (7) and is inserted into the oil drain hole, the external oil inlet pipe passes through the axial through hole of the main shaft (7) and is inserted into the first hole or the second hole, and the external oil return pipe passes through the axial through hole of the main shaft (7) and is inserted into the second hole or the first hole.

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