Double-cycloid speed reducing mechanism and hub motor adopting double-cycloid speed reducing mechanism

Abstract

The utility model provides a double-cycloid reducing mechanism and a hub motor employing the double-cycloid reducing mechanism, which relate to the technical field of reducing mechanisms and hub motors, and comprise a rotor assembly, a double-cycloid reducing mechanism and an end cover assembly, one end of the double-cycloid reducing mechanism is connected with the rotor assembly, and the other end of the double-cycloid reducing mechanism is connected with the end cover assembly. The rotor assembly drives the double-cycloid speed reducing mechanism to rotate, and the double-cycloid speed reducing mechanism drives the end cover assembly to rotate. The double-cycloid speed reducing mechanism comprises an input cycloid tooth assembly, a fixed cycloid tooth and an output cycloid tooth assembly, the fixed cycloid tooth is meshed with the input cycloid tooth assembly, and the input cycloid tooth assembly is meshed with the output cycloid tooth assembly. The double-cycloid speed reducing mechanism has the characteristics of high efficiency, high torque and long service life, and the double-cycloid principle is adopted, so that higher transmission efficiency can be realized in a smaller volume; the double-cycloid speed reducing mechanism is applied to the hub motor, and the hub motor is simple in structure, higher in efficiency, longer in service life and lower in noise.

Description

Technical Field

[0001] The utility model relates to the technical fields of speed reduction mechanisms and in-wheel motors, and particularly, to a double cycloid speed reduction mechanism and an in-wheel motor adopting the double cycloid speed reduction mechanism. Background Art

[0002] In-wheel motor technology, also known as in-wheel motor technology, is a technology that places the electric motor used to drive an automobile inside the wheel rim and outside the wheel hub. Its greatest feature is that it integrates the power, transmission, and braking devices into the wheel hub, thus greatly simplifying the mechanical part of the electric vehicle. In the transmission device, the speed reducer is one of the most important components. As a most common speed reduction mechanism, the gear speed reducer is applied to different electric vehicles and is also used in in-wheel motors.

[0003] Since the in-wheel motor integrates the power system in a limited wheel hub space as a whole, the overall design of the power system is highly intensive and has high requirements for space utilization. The existing in-wheel motor transmission mechanisms generally use gear reduction, but they have relatively high noise, are prone to wear, and have a relatively short service life.

[0004] After retrieval, there is a Chinese invention patent with the patent number CN116123257A, which discloses a cycloid gear and helical gear two-stage ultra-high reduction ratio motor system, including a motor, a gearbox assembly, and an output shaft. The gearbox assembly includes a box body and a transmission mechanism installed in the box body. The motor shaft of the motor is connected to the transmission mechanism to drive the transmission mechanism, and the transmission mechanism is connected to the output shaft to drive the output shaft. The axis of the motor shaft is parallel to the axis of the output shaft; the transmission mechanism includes a cycloid pinwheel reduction assembly, a small gear, and a large gear. The cycloid pinwheel reduction assembly includes misaligned double eccentric sleeves, two cycloid gears respectively rotatably installed on the double eccentric sleeves, and a cycloid output shaft connected to the two cycloid gears. There is a cycloid internal tooth in the box body that differentially meshes with the cycloid gear. The double eccentric sleeve is sleeved on the motor shaft. The cycloid output shaft is connected to the small gear to drive the small gear. The small gear and the large gear are helical gears and mesh with each other. The large gear is connected to the output shaft to drive the output shaft. The above patent does not solve the problems of relatively high noise, being prone to wear, and having a relatively short service life. Summary of the Utility Model

[0005] Aiming at the defects in the prior art, the purpose of the utility model is to provide a double cycloid speed reduction mechanism and an in-wheel motor adopting the double cycloid speed reduction mechanism.

[0006] An in-wheel motor adopting a double cycloid speed reduction mechanism according to the utility model includes: a rotor assembly, a double cycloid speed reduction mechanism, and an end cover. One end of the double cycloid speed reduction mechanism is connected to the rotor assembly, and the other end of the double cycloid speed reduction mechanism is connected to the end cover. The rotor assembly drives the double cycloid speed reduction mechanism to rotate, and the double cycloid speed reduction mechanism drives the end cover to rotate;

[0007] The double cycloid deceleration mechanism includes an input cycloid tooth, a fixed cycloid tooth, and an output cycloid tooth assembly. The fixed cycloid tooth meshes with the input cycloid tooth. The input cycloid tooth is connected to the rotor assembly through a second bearing. An eccentric boss is provided on the rotor assembly, and the eccentric boss drives the input cycloid tooth to rotate. The input cycloid tooth meshes with the output cycloid tooth assembly.

[0008] Preferably, the inner ring of the second bearing is fixed to the eccentric boss, and the outer ring of the second bearing is fixed to the input cycloid tooth.

[0009] Preferably, the inner ring of the input cycloid tooth includes a flat section and a gear section. The outer ring of the second bearing is fixed to the flat section, and the outer ring of the fixed cycloid tooth meshes with the gear section.

[0010] Preferably, the fixed cycloid tooth is fixed on the motor shaft, and the motor shaft is connected to the rotor assembly through a fourth bearing and a fifth bearing.

[0011] Preferably, the output cycloid tooth assembly includes an output cycloid tooth and a wedge clutch. The output cycloid tooth is provided on the inner wall of the wedge clutch, and the outer wall of the wedge clutch is fixed to the end cover.

[0012] Preferably, the number of teeth of the output cycloid tooth assembly is one more than the number of teeth of the input cycloid tooth.

[0013] Preferably, the number of teeth of the input cycloid tooth is one more than the number of teeth of the fixed cycloid tooth.

[0014] Preferably, it further includes a motor core, a hub assembly, and an end cover assembly. The motor core is fixed on the shaft, and the double cycloid deceleration mechanism is fixed on the shaft through a key. The end cover assembly is fixed on the hub assembly through screws;

[0015] The end cover assembly includes an end cover and a third bearing. The third bearing is fixed on the end cover by interference fit;

[0016] The hub assembly includes a hub and a first bearing. The first bearing is fixed on the hub by interference fit.

[0017] Preferably, the motor core includes a stator assembly and a rotor assembly. The stator assembly includes a stator core, an upper insulating end plate, a lower insulating end plate, motor wires, windings, and a Hall plate. The upper insulating end plate and the lower insulating end plate are installed on the stator core. The windings are wound around the upper insulating end plate and the lower insulating end plate. The Hall plate is installed on the windings. Hall elements are installed on the Hall plate. The position of the rotor assembly is detected by the Hall. The Hall plate and the windings are connected to the wire harness by means of terminal pressing or welding;

[0018] The rotor assembly includes a magnet, a rotor component, a fourth bearing, a second retaining ring, a third retaining ring, and a fifth bearing. The magnet is fixed to the rotor component by magnet tile glue. A fourth bearing and a fifth bearing are sleeved between the rotor component and the motor shaft. A second retaining ring is connected to the fourth bearing, and a third retaining ring is connected to the fifth bearing.

[0019] The present utility model also provides a double cycloid reduction mechanism, which includes an input cycloid gear component, a fixed cycloid gear, and an output cycloid gear component. The outer ring of the fixed cycloid gear meshes with the inner ring of the input cycloid gear component. The output cycloid gear component includes an output cycloid gear and a wedge clutch. The output cycloid gear is provided on the inner wall of the wedge clutch, and the output cycloid gear meshes with the outer ring of the input cycloid gear component;

[0020] Moreover, the number of teeth of the output cycloid gear component is one more than that of the input cycloid gear, and the number of teeth of the input cycloid gear is one more than that of the fixed cycloid gear.

[0021] Compared with the prior art, the present utility model has the following beneficial effects:

[0022] This application adopts a double cycloid reduction mechanism, which has the characteristics of high efficiency, high torque, and long life. By adopting the principle of internal and external double cycloids, the pinwheel structure of the traditional single cycloid pinwheel reduction mechanism is reduced, the volume of the reduction mechanism can be reduced, and a greater transmission efficiency and reduction ratio can be achieved within a smaller volume. Applying the double cycloid reduction mechanism to a hub motor, the hub motor adopting the double cycloid reduction mechanism has the characteristics of simple structure, small volume, light weight, high efficiency, long life, and low noise. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] By reading the detailed description of the non-restrictive embodiments with reference to the following drawings, other features, objectives, and advantages of the present utility model will become more obvious:

[0024] Figure 1 It is an exploded view of the overall structure of the present utility model;

[0025] Figure 2 It is a cross-sectional view of the present utility model;

[0026] Figure 3 It is an exploded view of the double cycloid reduction mechanism in the present utility model.

[0027] As shown in the figure: 1 - First bearing; 2 - Hub; 3 - Hall plate; 4 - Winding; 5 - Upper insulating end plate; 6 - Stator core; 7 - Permanent magnet; 8 - Rotor assembly; 9 - Lower insulating end plate; 10 - Second bearing; 11 - Input cycloidal tooth; 12 - Output cycloidal tooth assembly; 13 - Screw; 14 - Fixed cycloidal tooth; 15 - End cover assembly; 16 - Third bearing; 17 - Motor shaft; 18 - Round nut; 19 - Anti-rotation gasket; 20 - Locking nut; 21 - Flat key; 22 - First retaining ring; 23 - Fourth bearing; 24 - Second retaining ring; 25 - Third retaining ring; 26 - Fifth bearing; 27 - Motor wire. Detailed implementation mode

[0028] The present utility model will be described in detail below in conjunction with specific embodiments. The following embodiments will help those skilled in the art to further understand the present utility model, but do not limit the present utility model in any form. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present utility model, several changes and improvements can still be made. These all belong to the protection scope of the present utility model.

[0029] Example 1

[0030] A hub motor adopting a double cycloid deceleration mechanism according to the present utility model, as Figures 1 - 3 shown, includes: a rotor assembly 8, a double cycloid deceleration mechanism, a motor core, a hub assembly, and an end cover assembly. The motor core drives the end cover assembly to drive the hub assembly to rotate through the double cycloid deceleration mechanism. The end cover assembly is fixed on the hub assembly by screws 13. The motor core is fixed on the shaft 17, and the double cycloid deceleration mechanism is fixed on the shaft 17 by a key 21. The end cover assembly includes an end cover 15 and a third bearing 16, and the third bearing 16 is fixed on the end cover 15 by interference fit. The hub assembly includes a hub 2 and a first bearing 1, and the first bearing 1 is fixed on the hub 2 by interference fit. One end of the double cycloid deceleration mechanism is connected to the rotor assembly 8, and the other end of the double cycloid deceleration mechanism is connected to the end cover 15. The rotor assembly 8 drives the double cycloid deceleration mechanism to rotate, and the double cycloid deceleration mechanism drives the end cover 15 to rotate.

[0031] The double cycloid reduction mechanism includes an input cycloid gear assembly 11, a fixed cycloid gear 14, and an output cycloid gear assembly 12. The fixed cycloid gear 14 meshes with the input cycloid gear assembly 11, and the input cycloid gear assembly 11 meshes with the output cycloid gear assembly 12. The number of teeth of the output cycloid gear assembly 12 is one more than that of the input cycloid gear 11, and the number of teeth of the input cycloid gear 11 is one more than that of the fixed cycloid gear 14. An eccentric boss is provided on the rotor assembly 8. The inner ring of the second bearing 10 is fixed to the eccentric boss, and the outer ring of the second bearing 10 is fixed to the input cycloid gear assembly 11. The rotor assembly 8 and the input cycloid gear 11 are supported and rotated by the second bearing 10. The eccentric boss on the rotor assembly 8 drives the input cycloid gear assembly 11 to rotate. The inner ring of the input cycloid gear assembly 11 includes a flat section and a gear section. The outer ring of the second bearing 10 is fixed to the flat section, and the outer ring of the fixed cycloid gear 14 meshes with the gear section; the fixed cycloid gear 14 is fixed on the motor shaft 17, and the motor shaft 17 is connected to the rotor assembly 8 through the fourth bearing 23 and the fifth bearing 26. The output cycloid gear assembly 12 includes an output cycloid gear and a wedge clutch. The output cycloid gear is provided on the inner wall of the wedge clutch, and the outer wall of the wedge clutch is fixed to the end cover assembly 15. When the rotor assembly 8 rotates one week, the input cycloid gear 11 moves one tooth, the output cycloid gear assembly 12 moves two teeth. The output cycloid gear assembly 12 has N teeth, and the output cycloid gear assembly 12 rotates 2 / N weeks. The reduction ratio = the number of rotation weeks of the rotor assembly / the number of rotation weeks of the output cycloid = N / 2. Thus, a large reduction ratio is achieved in a small space, and its reduction ratio is N / 2.

[0032] The motor core includes a stator assembly and a rotor assembly. The stator assembly includes a stator core 6, an upper insulating end plate 5, a lower insulating end plate 9, a motor wire 27, a winding 4, and a Hall plate 3. The upper insulating end plate 5 and the lower insulating end plate 9 are installed on the stator core 6. The winding 4 is wound on the upper insulating end plate 5 and the lower insulating end plate 9. The Hall plate 3 is installed on the winding 4. A Hall is installed on the Hall plate 3. The position of the rotor assembly is detected by the Hall. The Hall plate 3 and the winding 4 are connected to the wire harness 27 in the form of terminal pressing or welding.

[0033] The rotor assembly includes a magnet 7, a rotor assembly 8, a fourth bearing 23, a second retaining ring 24, a third retaining ring 25, and a fifth bearing 26. The magnet 7 is fixed to the rotor assembly 8 through a magnetic tile adhesive. A fourth bearing 23 and a fifth bearing 26 are sleeved between the rotor assembly 8 and the motor shaft 17. A second retaining ring 24 is connected to the fourth bearing 23, and a third retaining ring 25 is connected to the fifth bearing 26.

[0034] Example 2

[0035] The present utility model also provides a double cycloid reduction mechanism, such as Figure 3As shown, it includes an input cycloid gear assembly 11, a fixed cycloid gear 14, and an output cycloid gear assembly 12. The outer ring of the fixed cycloid gear 14 meshes with the inner ring of the input cycloid gear assembly 11, and the output cycloid gear 12 meshes with the outer ring of the input cycloid gear assembly 11; moreover, the number of teeth of the output cycloid gear assembly 12 is one more than the number of teeth of the input cycloid gear 11, and the number of teeth of the input cycloid gear 11 is one more than the number of teeth of the fixed cycloid gear 14.

[0036] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation on the present application.

[0037] The specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the above specific embodiments, and those skilled in the art can make various changes or modifications within the scope of the claims, which does not affect the essence of the present invention. Without conflict, the embodiments of the present application and the features in the embodiments can be arbitrarily combined with each other.

Claims

1. A hub motor adopting a double cycloid speed reduction mechanism, characterized in that, Including: A rotor assembly (8), a double cycloid reduction mechanism, and an end cover (15). One end of the double cycloid reduction mechanism is connected to the rotor assembly (8), and the other end of the double cycloid reduction mechanism is connected to the end cover (15). The rotor assembly (8) drives the double cycloid reduction mechanism to rotate, and the double cycloid reduction mechanism drives the end cover (15) to rotate. The double cycloid reduction mechanism includes an input cycloid tooth (11), a fixed cycloid tooth (14), and an output cycloid tooth assembly (12). The fixed cycloid tooth (14) meshes with the input cycloid tooth (11). The input cycloid tooth (11) is connected to the rotor assembly (8) through a second bearing (10). An eccentric boss is provided on the rotor assembly (8), and the eccentric boss drives the input cycloid tooth (11) to rotate. The input cycloid tooth (11) meshes with the output cycloid tooth assembly (12).

2. The hub motor adopting a double cycloid speed reduction mechanism according to claim 1, characterized in that, The inner ring of the second bearing (10) is fixed to the eccentric boss, and the outer ring of the second bearing (10) is fixed to the input cycloid tooth (11).

3. The hub motor adopting a double cycloid deceleration mechanism according to claim 2, characterized in that, The inner ring of the input cycloid tooth (11) includes a flat section and a gear section. The outer ring of the second bearing (10) is fixed to the flat section, and the outer ring of the fixed cycloid tooth (14) meshes with the gear section.

4. The hub motor adopting a double cycloid speed reduction mechanism according to claim 1, characterized in that The fixed cycloid tooth (14) is fixed on the motor shaft (17), and the motor shaft (17) is connected to the rotor assembly (8) through a fourth bearing (23) and a fifth bearing (26).

5. The hub motor adopting the double cycloid speed reduction mechanism according to claim 1, characterized in that, The output cycloid tooth assembly (12) includes an output cycloid tooth and a wedge clutch. The output cycloid tooth is provided on the inner wall of the wedge clutch, and the outer wall of the wedge clutch is fixed to the end cover (15).

6. The hub motor adopting a double cycloid speed reduction mechanism according to claim 1, wherein The number of teeth of the output cycloid tooth assembly (12) is one more than the number of teeth of the input cycloid tooth (11).

7. The hub motor with a double cycloid speed reduction mechanism according to claim 1, characterized in that, The number of teeth of the input cycloid tooth (11) is one more than the number of teeth of the fixed cycloid tooth (14).

8. The hub motor adopting the double cycloid deceleration mechanism according to claim 4, characterized in that, It further includes a motor core, a hub assembly, and an end cover assembly. The motor core is fixed on the shaft (17), and the double cycloid reduction mechanism is fixed on the shaft (17) through a key (21). The end cover assembly is fixed on the hub assembly through screws (13). The end cover assembly includes an end cover (15) and a third bearing (16). The third bearing (16) is fixed on the end cover (15) by interference fit. The hub assembly includes a hub (2) and a first bearing (1). The first bearing (1) is fixed on the hub (2) by interference fit.

9. The hub motor adopting the double cycloid deceleration mechanism according to claim 8, characterized in that, The motor core includes a stator assembly and a rotor assembly. The stator assembly includes a stator core (6), an upper insulating end plate (5), a lower insulating end plate (9), motor wires (27), windings (4), and a Hall plate (3). The upper insulating end plate (5) and the lower insulating end plate (9) are installed on the stator core (6). The windings (4) are wound around the upper insulating end plate (5) and the lower insulating end plate (9). The Hall plate (3) is installed on the windings (4). Hall elements are installed on the Hall plate (3). The position of the rotor assembly is detected by the Hall elements. The Hall plate (3) and the windings (4) are connected to the motor wires (27) by means of terminal pressing or welding. The rotor assembly includes a magnet (7), a rotor component (8), a fourth bearing (23), a second retaining ring (24), a third retaining ring (25), and a fifth bearing (26). The magnet (7) is fixed to the rotor component (8) by means of magnetic tile adhesive. The fourth bearing (23) and the fifth bearing (26) are sleeved between the rotor component (8) and the motor shaft (17). The second retaining ring (24) is connected to the fourth bearing (23). The third retaining ring (25) is connected to the fifth bearing (26).

10. A double cycloid speed reduction mechanism, characterized in that, It includes an input cycloid gear (11), a fixed cycloid gear (14), and an output cycloid gear assembly (12). The outer ring of the fixed cycloid gear (14) meshes with the inner ring of the input cycloid gear (11). The output cycloid gear assembly (12) includes an output cycloid gear and a wedge clutch. The output cycloid gear is provided on the inner wall of the wedge clutch. The output cycloid gear meshes with the outer ring of the input cycloid gear (11). Moreover, the number of teeth of the output cycloid gear assembly (12) is one more than the number of teeth of the input cycloid gear (11), and the number of teeth of the input cycloid gear (11) is one more than the number of teeth of the fixed cycloid gear (14).

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