Hub driving system and vehicle

Abstract

The embodiment of the utility model provides a hub driving system and a vehicle, and belongs to the technical field of vehicles. The hub drive system includes: a wheel; the hub motor is mounted on the wheel; the steering knuckles are connected with axles of the wheels; the brake is arranged on the steering knuckle and the wheel; the non-rotating part of at least one of the hub motor, the steering knuckle and the brake is provided with at least one cavity, and a plurality of movable damping particles are arranged in the cavity. The vibration and noise reduction effect of the hub driving system can be effectively improved, vibration and noise transmitted to a vehicle body are reduced, and therefore the control stability of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, and more particularly, to a wheel hub driving system and a vehicle. BACKGROUND

[0002] In the driving system of an electric vehicle, directly integrating a motor into a wheel hub can reduce the complexity of a traditional transmission system, but at the same time, it can also cause an increase in unsprung mass, resulting in greater road impact. In the related art, an eccentric end cover is usually arranged on the wheel hub motor to reduce vibration, but this scheme is complex in structure and difficult to adapt to changes in road conditions and driving modes, and cannot provide a lasting balancing effect, leaving room for improvement. CONTENT OF THE UTILITY MODEL

[0003] The present application provides a wheel hub driving system and a vehicle, which can effectively improve the vibration and noise reduction effect of the wheel hub driving system.

[0004] In a first aspect, an embodiment of the present application provides a wheel hub driving system, comprising:

[0005] a wheel;

[0006] a wheel hub motor, which is installed on the wheel;

[0007] a knuckle, which is connected to an axle of the wheel;

[0008] a brake, which is installed on the knuckle and the wheel; wherein

[0009] a non-rotating part of at least one of the wheel hub motor, the knuckle and the brake is provided with at least one cavity, and a plurality of movable damping particles are arranged in the cavity.

[0010] In the above technical solution, the cavity provided with the damping particles is arranged in the non-rotating part of the wheel hub motor, the knuckle or the brake, which can effectively improve the vibration and noise reduction effect of the wheel hub driving system, reduce the vibration and noise transmitted to the vehicle body, and thus improve the control stability of the vehicle.

[0011] In some embodiments, the filling rate of the damping particles in each cavity is ε, which satisfies: 20%≤ε<100%.

[0012] In the above technical solution, the filling rate is within a certain range, and the density of the damping particles filled can be adjusted according to actual needs, thereby optimizing vibration control.

[0013] In some embodiments, the mass percentage of the damping particles in the wheel hub driving system is a, which satisfies: 2%≤a≤10%.

[0014] In the technical solution, the mass percentage of the damping particles in the hub driving system is within a certain range, so that the damping and noise reduction effect can be met while the efficiency and flexibility of the hub driving system are maintained.

[0015] In some embodiments, the damping particles are spherical particles.

[0016] In the technical solution, the spherical damping particles have good rolling friction characteristics, which can effectively improve the damping performance of the system and reduce friction and heat loss.

[0017] In some embodiments, the diameter D of the damping particles satisfies 0.001mm≤D≤100mm.

[0018] In the technical solution, the diameter range of the damping particles has a certain influence on the damping effect, and in actual application, the diameter range of the damping particles can be reasonably selected to optimize the damping effect according to the required damping performance.

[0019] In some embodiments, the housing of the hub motor or the housing of the knuckle forms at least part of the cavity.

[0020] In the technical solution, the cavity design in the housing of the hub motor or the housing of the knuckle is mainly used for damping and noise reduction, which can effectively buffer the vibration and noise generated by the hub motor or the knuckle.

[0021] In some embodiments, the housing of the hub motor or the housing of the knuckle forms a groove, and a cover is installed at the open end of the groove to form the cavity.

[0022] In the technical solution, the cavity is formed by the combination of the groove and the cover, and the vibration absorption and dispersion principle can be used to effectively achieve the damping effect.

[0023] In some embodiments, the hub driving system further comprises:

[0024] A box body forms at least part of the cavity and is installed on a non-rotating part of at least one of the hub motor, the knuckle and the brake.

[0025] In the technical solution, through the coordinated work of the cavity and the damping particles, vibration energy can be effectively absorbed and dissipated under different frequencies and conditions, thereby improving the performance and use experience of the vehicle.

[0026] In some embodiments, the housing of the hub motor is provided with a plurality of box bodies, and the plurality of box bodies installed on the housing of the hub motor are arranged at intervals around the brake disc of the brake.

[0027] In the technical solution, the distributed damping mechanism can realize efficient vibration damping, effectively reducing the vibration and noise generated by the brake disc and the wheel hub motor.

[0028] In some embodiments, the cable or cooling pipe of the wheel hub motor is provided with the box body.

[0029] In the technical solution, the box body provided with the damping particles is installed on the cable or the cooling pipe connected to the wheel hub motor, which can effectively alleviate various problems caused by the vibration of the wheel hub motor, improve the reliability and stability of the system, and prolong the service life of related components.

[0030] In some embodiments, the box body is installed on the mounting point of the knuckle for connecting the suspension link.

[0031] In the technical solution, the box body provided with the damping particles is integrated into the connection between the knuckle and the suspension link, which can effectively absorb and reduce vibration, improve the stability of the vehicle driving, and prolong the service life of the suspension system and the steering system.

[0032] In some embodiments, the box body includes two sub-box bodies arranged opposite to each other, each of which forms the cavity, and the two sub-box bodies are connected in abutment, and the two sub-box bodies form a via hole for mounting the box body at the abutment.

[0033] In the technical solution, the combined structure of the two sub-box bodies can withstand greater load, which helps to reduce deformation or loosening caused by external impact or long-term use.

[0034] In some embodiments, the sub-box body forms a plurality of fan-shaped cavities, and a partition is arranged in adjacent cavities.

[0035] In the technical solution, the sub-box body forms a plurality of fan-shaped cavities, which can improve the shock absorption capacity and space utilization of the box body structure.

[0036] In a second aspect, the embodiments of the present application provide a vehicle, comprising:

[0037] The wheel hub drive system according to any one of the above embodiments is used to provide power.

[0038] In the technical solution, the wheel hub drive system provides power for the vehicle, which can improve the transmission efficiency, reduce energy waste, and improve the overall driving efficiency of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some of the embodiments of the present application, and therefore should not be considered as a limitation to the scope, and for those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0040] Figure 1 Structure schematic diagram of a hub drive system provided for some embodiments of the present application;

[0041] Figure 2 Structure schematic diagram of a hub drive system provided for some embodiments of the present application; Figure 1 Cross-sectional view at A-A in FIG. 1;

[0042] Figure 3 Structure schematic diagram of a first box provided for some embodiments of the present application;

[0043] Figure 4 Structure schematic diagram of a hub drive system provided for some embodiments of the present application;

[0044] Figure 5 Structure schematic diagram of a second box provided for some embodiments of the present application;

[0045] Figure 6 Structure schematic diagram of a second box provided for some embodiments of the present application;

[0046] Figure 7 Structure schematic diagram of a second box provided for some embodiments of the present application.

[0047] Reference signs:

[0048] Hub drive system 1;

[0049] Wheel 10;

[0050] Hub motor 20;

[0051] Knuckle 30;

[0052] Brake 40, brake disc 410;

[0053] Cavity 50, damping particles 510;

[0054] Box 60, first box 60a, second box 60b, sub-box 610, via hole 620, partition plate 630, lug 640. DETAILED DESCRIPTION

[0055] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0056] Unless otherwise defined, all technical and scientific terms used in the present application have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs; the terms used in the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application; the terms "include" and "have" and any variations thereof in the specification and claims of the present application and the above description of drawings are intended to cover non-exclusive inclusion. The terms "first", "second" and the like in the specification and claims of the present application and the above description of drawings are used to distinguish different objects, rather than to describe a particular order or primary and secondary relationship.

[0057] In the present application, the phrase "embodiments" means that the specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of the present application. The appearance of this phrase at various places in the specification does not necessarily mean the same embodiment, nor is it an independent or alternative embodiment to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in the present application can be combined with other embodiments.

[0058] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mount", "connect", "connection", "attach" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be direct connection, or indirect connection through intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0059] In the present application, the term "and / or" is only a description of the association relationship between the associated objects, which means that there can be three kinds of relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character " / " in the present application generally represents an "or" relationship between the front and rear associated objects.

[0060] In the present application, "multiple" means two or more (including two), and similarly, "multiple groups" means two or more groups (including two groups), and "multiple pieces" means two or more pieces (including two pieces).

[0061] The inventor finds that in the drive system of an electric vehicle, directly integrating the motor into the hub can reduce the complexity of the traditional transmission system, but this scheme will cause the unsprung mass to increase, causing greater road impact. In the related art, an eccentric end cover is usually arranged on the hub motor to reduce vibration, but this scheme is complex in structure and difficult to adapt to changes in road conditions and driving modes, and cannot provide lasting balancing effect, and there is room for improvement.

[0062] Based on the above considerations, in order to solve the problem of greater impact force caused by the hub motor, the inventor has designed a hub drive system after deep research, which can reduce the vibration of the hub motor in a wider frequency band, thereby reducing the road impact force on the hub and improving the fatigue life of the hub and the hub motor.

[0063] The following embodiments are described by taking a hub drive system of an embodiment of the present application as an example for convenience of description.

[0064] As shown in Figure 1 and Figure 2 , Fig. 1 is a schematic structural view of a hub drive system 1 provided by some embodiments of the present application, Figure 1 Fig. 2 is a sectional view at A-A in Fig. 1. The hub drive system 1 comprises a wheel 10, a hub motor 20, a knuckle 30 and a brake 40, the hub motor 20 is installed in the wheel 10, the knuckle 30 is connected to the wheel shaft of the wheel 10, and the brake 40 is installed on the knuckle 30 and the wheel 10. Figure 2 Figure 1 The hub drive system 1 is usually used in electric vehicles and some types of automatic driving systems, wherein the hub motor 20 is installed inside the wheel 10, usually at the middle position of the hub, mainly through direct driving of the wheel 10 to realize the propulsion of the vehicle, the hub motor 20 can provide instant torque response and directly transmit driving force to the wheel 10, reduce transmission loss in the traditional power transmission system, so that the vehicle can be more efficiently driven, thereby reducing energy loss.

[0065] The wheel 10 directly contacts the ground and is connected to the hub motor 20, and the wheel 10 and the hub motor 20 constitute the final output part of the drive system, which can convert the power generated by the hub motor 20 into the driving power of the vehicle.

[0066] The knuckle 30 is an important component connecting the wheel 10 and the frame, mainly serving as support and rotation, and the knuckle 30 can connect the wheel 10 through the hub shaft to the front suspension system or the rear suspension system of the vehicle, allowing the wheel 10 to rotate with the vehicle when the vehicle turns, thereby changing the direction of the vehicle, and in addition, the knuckle 30 has sufficient strength to withstand the weight and external force of the vehicle.

[0067] The knuckle 30 is an important component connecting the wheel 10 and the frame, mainly serving as support and rotation, and the knuckle 30 can connect the wheel 10 through the hub shaft to the front suspension system or the rear suspension system of the vehicle, allowing the wheel 10 to rotate with the vehicle when the vehicle turns, thereby changing the direction of the vehicle, and in addition, the knuckle 30 has sufficient strength to withstand the weight and external force of the vehicle. ​

[0068] The brake 40 is mounted on the steering knuckle 30 and is responsible for decelerating and stopping the vehicle. It can utilize an electric braking system or a traditional mechanical braking system. Common brakes 40 include disc brakes 40 and drum brakes 40. The brake 40 is usually used to provide stronger braking force. Simple braking can be achieved by the hub motor 20. For example, the hub motor 20 can recover energy by working in reverse to achieve regenerative braking and help extend the vehicle's driving range.

[0069] Among them, such as Figure 2 As shown, at least one of the hub motor 20, steering knuckle 30 and brake 40 has at least one cavity 50 in its non-rotating part, and a plurality of movable damping particles 510 are provided in the cavity 50.

[0070] The cavity 50, equipped with damping particles 510, can absorb vibration energy through resonance, gas expansion, and compression, reducing vibration transmission when the wheel 10 contacts the ground. Especially under high-frequency vibration and impact, the movement of the damping particles 510 can absorb or disperse noise in the mechanical transmission. Placing the cavity 50 within the non-rotating parts of the hub motor 20, steering knuckle 30, or brake 40 can maximize the vibration reduction effect.

[0071] Specifically, the cavity 50 can absorb and mitigate vibrations. When the vehicle is in motion, especially on uneven roads, the wheel hub, steering knuckle 30, and brake 40 are subjected to the greatest impact and force transmission from the road surface. Placing the cavity 50 in the non-rotating parts of these components helps to slow down the propagation of vibrations, thereby improving the vehicle's comfort and handling performance. In addition, the non-rotating parts of the wheel hub motor 20, steering knuckle 30, and brake 40 include axles and suspension systems, etc. These components are relatively fixed during the vehicle's movement and do not participate in rotation, making them more suitable for supporting the cavity 50 for vibration absorption.

[0072] As a direct-drive component, the hub motor 20 will generate a certain amount of vibration during operation. By designing the cavity 50 in the non-rotating part of the motor housing, such as the motor end cover or the part where the electronic control system is connected to the motor, the vibration during motor operation can be absorbed by the cavity 50, preventing the vibration from being transmitted to the vehicle body and improving the comfort of the vehicle.

[0073] As a key component connecting the wheel 10 and the suspension system, the steering knuckle 30 is prone to force transmission and vibration during steering. Placing the cavity 50 in the non-rotating part of the steering knuckle 30, such as the area connected to the frame, can effectively alleviate these vibrations, thereby improving steering smoothness and comfort.

[0074] When the vehicle is decelerating, especially in the case of forced braking, the brake 40 will generate a large vibration. The cavity 50 is designed in the non-rotating part of the brake 40, such as the brake caliper or the part connected with the vehicle frame. The cavity 50 can effectively absorb the vibration generated during braking, reduce noise and vehicle body vibration, and improve driving comfort.

[0075] In the above description, the cavity 50 provided with the damping particles 510 is arranged in the non-rotating part of the hub motor 20, the knuckle 30 or the brake 40, which can effectively improve the vibration reduction and noise reduction effect of the hub driving system 1, reduce the vibration and noise transmitted to the vehicle body, and improve the handling stability of the vehicle.

[0076] According to some embodiments of the present application, referring to Figure 3 , Figure 3 The structure diagram of the first box body 60a provided for some embodiments of the present application is shown. The filling rate of the damping particles 510 in each cavity 50 is ε, which satisfies: 20%≤ε<100%.

[0077] The filling rate of the damping particles 510 in each cavity 50 is the distribution density of the damping particles 510 in the cavity 50. Specifically, when the filling rate is low, such as 20%≤ε<50%, the interaction force between the damping particles 510 is small, and the space in the cavity 50 is large. The vibration has a large propagation space, but when the vibration is large, the distribution density of the damping particles 510 is not enough to fully absorb and disperse the vibration, and the vibration suppression effect may be poor.

[0078] When the filling rate is moderate, such as 50%≤ε<90%, the number of damping particles 510 is sufficient to effectively absorb and reduce the transmission of vibration. At the same time, this density helps to increase the collision and friction between the damping particles 510, thereby enhancing the energy consumption and improving the vibration reduction effect.

[0079] When the filling rate is high, such as 90%≤ε<100%, the damping particles 510 almost completely fill the cavity 50, which can greatly reduce the vibration and has the strongest damping effect. However, the high filling rate may affect the free movement of the damping particles 510 at this time, and the high particle density may increase the heat conduction effect, causing the temperature inside the cavity 50 to rise.

[0080] In addition, under a high filling rate, the density and friction of the damping particles 510 are enhanced, which can better stabilize the vibration of the vehicle during high-speed driving, thereby improving the handling stability of the vehicle.

[0081] In the above description, the filling rate ε is between 20% and 100%, and the density of the damping particles 510 can be adjusted according to actual needs, thereby optimizing vibration control.

[0082] According to some embodiments of the present application, the damping particles 510 account for a percentage a of the mass of the hub drive system 1, and 2%≤a≤10%.

[0083] The percentage of the mass of the damping particles 510 in the hub drive system 1 has an impact on the weight distribution of the hub drive system 1. Specifically, the damping particles 510 mainly reduce vibration and impact, and also help reduce noise caused by the drive system. A reasonable mass percentage of the damping particles 510 can effectively absorb the impact and vibration in the hub drive system 1, and also help improve the quiet performance of the vehicle.

[0084] When the mass percentage of the damping particles 510 is low, such as a<2%, the damping particles 510 have a weakened effect of reducing vibration and noise of the hub drive system 1. When the mass percentage of the damping particles 510 is high, such as a>2%, the damping particles 510 have an enhanced effect of reducing vibration and noise of the hub drive system 1. However, a too high mass percentage increases the total mass of the hub drive system 1, increases the output power of the hub motor 20, and adversely affects the power performance and fuel efficiency of the hub drive system 1.

[0085] In addition, as the mass percentage of the damping particles 510 increases, the total mass of the hub drive system 1 increases, which may cause the inertia to increase, thereby affecting the acceleration performance and response speed.

[0086] In the above description, the mass percentage a of the damping particles 510 in the hub drive system 1 is in the range of 2%≤a≤10%. In this way, the damping particles 510 can meet the effect of reducing vibration and noise while maintaining the efficiency and flexibility of the hub drive system 1.

[0087] According to some embodiments of the present application, referring to Figure 3 , the damping particles 510 are spherical particles.

[0088] Compared with other shaped particles, the spherical particles mainly exhibit rolling friction rather than sliding friction when moving. Rolling friction produces less energy loss than sliding friction. The spherical particles can more effectively transmit vibration energy, thereby improving the damping efficiency. In addition, the low friction loss helps reduce the energy consumption of the system.

[0089] The surface of the spherical particles is smooth. The rolling characteristics of the spherical particles not only reduce direct friction and wear between the spherical particles and other surfaces, but also effectively reduce the noise generated by the contact of the spherical particles, thereby improving the overall quiet performance and prolonging the service life of the particles.

[0090] In addition, the spherical particles can be more evenly distributed in the system under dynamic load, which helps the stability of the damping particles 510 and reduces the risk of accumulation or uneven distribution caused by external forces, thereby maintaining the stable damping effect of the system during long-term use.

[0091] For the high-load or high-speed running hub drive system 1, the lower friction characteristics of the spherical particles can generate relatively less friction heat, reduce the thermal load of the system, and reduce the performance degradation caused by heat accumulation.

[0092] For example, common damping particles 510 materials usually have good wear resistance and corrosion resistance, including polytetrafluoroethylene, rubber composite materials, and ceramic particles, etc.

[0093] In the above description, the good rolling friction characteristics of the spherical damping particles 510 can effectively improve the damping performance of the system and reduce friction and heat loss.

[0094] According to some embodiments of the present application, with reference to Figure 3 , the diameter D of the damping particles 510 satisfies: 0.001mm≤D≤100mm.

[0095] The working process of the damping particles 510 usually involves interaction with fluid or gas, and different diameters of particles will exhibit different damping characteristics in collisions. The diameter of the damping particles 510 directly affects the response speed during vibration, thereby affecting the damping effect.

[0096] During the damping process, collisions and friction occur between the damping particles 510 or between the damping particles 510 and the container wall, resulting in energy conversion and dissipation. Smaller diameter damping particles 510 usually have more collisions and friction, and can convert energy more effectively through higher frequency collisions and friction, showing stronger damping effect. Larger diameter damping particles 510 have larger mass and slower response, and the collision frequency is lower, resulting in slower energy conversion speed.

[0097] Specifically, smaller diameter damping particles 510 can provide higher surface area and stronger collision frequency, suitable for high-frequency vibration damping, and larger diameter damping particles 510 can withstand larger vibration energy, suitable for low-frequency vibration. According to actual conditions, different diameters of damping particles 510 can be used to obtain more stable and balanced damping effect in different vibration frequency ranges.

[0098] In the above description, the diameter range of the damping particles 510 has a certain influence on the damping effect. In actual application, reasonable selection of the diameter range of the damping particles 510 can optimize the damping effect according to the required damping performance.

[0099] According to some embodiments of the present application, with reference to Figure 2 , the housing of the hub motor 20 or the housing of the knuckle 30 forms at least part of the cavity 50.

[0100] The hub drive system 1 integrates the wheel 10, the hub motor 20, the knuckle 30 and the brake 40, wherein the hub motor 20 is installed on the wheel 10, the knuckle 30 is connected with the wheel shaft of the wheel 10, and the shell of the hub motor 20 or the shell of the knuckle 30 forms the cavity 50 which is structured to contain the damping particles 510 and is mainly used for damping, so as to effectively buffer the vibration and noise generated by the hub motor 20 or the knuckle 30.

[0101] Specifically, the cavity 50 structured to contain the damping particles 510 can reduce the vibration of the hub motor 20 itself, such as the vibration and noise generated by the hub motor 20 during operation, and can also reduce the additional vibration caused by the uneven road surface, such as the vibration and impact when the wheel 10 installed with the hub motor 20 contacts with the road surface.

[0102] In the above description, the cavity 50 in the shell of the hub motor 20 or the shell of the knuckle 30 is designed to mainly reduce the vibration and noise, and can effectively buffer the vibration and noise generated by the hub motor 20 or the knuckle 30.

[0103] According to some embodiments of the present application, referring to Figure 2 , the shell of the hub motor 20 or the shell of the knuckle 30 forms the groove, and the open end of the groove is installed with the cover to form the cavity 50.

[0104] In the hub drive system 1, the cavity 50 can be part of the damping system, and by cooperating with other components, the vibration and noise during operation can be reduced. Specifically, the groove is arranged on the shell of the hub motor 20 or the shell of the knuckle 30, which can increase the elastic deformation capacity in structure and help to disperse the vibration from the hub motor 20 or the knuckle 30. The cavity 50 inside the groove is equivalent to a damping cavity, which can absorb or weaken the vibration through air or elastic deformation of the structure.

[0105] In addition, the cover is installed at the open end of the groove to close the cavity 50 and strengthen the damping effect inside the cavity 50. The cooperation of the cavity 50 and the cover allows the air inside the cavity 50 to be slightly compressed and expanded, absorbs part of the vibration energy, plays a role in damping, and thus reduces the noise and vibration.

[0106] In the above description, the cavity 50 is formed by the combination of the groove and the cover, which can effectively achieve the damping effect by using the vibration absorption and dispersion principle.

[0107] According to some embodiments of the present application, referring to Figure 4 , Figure 4Figure 2 is a schematic diagram of a hub drive system 1 according to some embodiments of the present application. The hub drive system 1 further comprises a box 60 forming at least part of the cavity 50 and mounted on a non-rotating part of at least one of the hub motor 20, the knuckle 30 and the brake 40.

[0108] In the hub motor 20 system, the box 60 is a housing structure containing the cavity 50 for the purpose of vibration and noise reduction, which can be mounted on the non-rotating part of the hub motor 20, the knuckle 30 or the brake 40. These non-rotating parts are fixed parts of the hub drive system 1 and do not participate in rotation, and can be used to mount the box 60.

[0109] The cavity 50 in the box 60 is provided with a plurality of movable damping particles 510 for absorbing vibrations. When the system is working, the generated vibrations will be transmitted to the box 60, and the damping particles 510 in the cavity 50 will help to disperse and absorb part of the vibration energy, reducing the impact on other components.

[0110] The box 60 with damping particles 510 is a device that absorbs vibration energy through the mutual collision and friction of damping particles 510 in the closed cavity 50. The damping particles 510 can be metal, ceramic or other materials. Through the nonlinear motion of the damping particles 510 in the cavity 50, the vibration energy can be effectively consumed and the vibration propagation can be weakened.

[0111] In the above description, through the coordinated work of the cavity 50 and the damping particles 510, vibration energy can be efficiently absorbed and dissipated under different frequencies and conditions, thereby improving the performance and use experience of the whole vehicle.

[0112] According to some embodiments of the present application, with reference to Figure 4 The box 60 comprises a first box 60a and a second box 60b. The housing of the hub motor 20 is provided with a plurality of first boxes 60a, and the plurality of first boxes 60a mounted on the housing of the hub motor 20 are arranged at intervals around the brake disc 410 of the brake 40.

[0113] The first box 60a with damping particles 510 mainly absorbs and consumes vibration energy by the movement of damping particles 510 in the closed cavity 50, which can effectively suppress vibration and reduce noise, thereby improving the stability of the whole system.

[0114] When the hub motor 20 is running, the brake disc 410 is subject to high-speed rotation and frequent braking processes, and risks of friction, thermal expansion, and uneven braking force, thus generating vibrations, which can also be transmitted to other components through the bearings and the motor housing. The multiple first boxes 60a surrounding the brake disc 410 can distribute vibration absorption and suppression, and locally reduce vibrations at multiple points, effectively reducing the local vibrations generated by the brake 40 and reducing the risk of resonance caused by vibrations concentrated in a certain part.

[0115] In addition, the combination of the hub motor 20 and the brake 40 is prone to high-frequency noise, and the multiple first boxes 60a surrounding the brake disc 410 can effectively suppress these noises and reduce the noise transmitted to the vehicle body through the hub motor 20 housing. At the same time, the spacing between the multiple first boxes 60a surrounding the brake disc 410 and the brake disc 410 can reduce the friction or interference between the first boxes 60a and the brake disc 410, and improve the braking performance.

[0116] In the above description, through the distributed vibration reduction mechanism, efficient vibration attenuation can be achieved, effectively reducing the vibrations and noises generated by the brake disc 410 and the hub motor 20 in operation.

[0117] According to some embodiments of the present application, referring to Figure 4 , the cables or cooling pipes of the hub motor 20 are provided with second boxes 60b.

[0118] In the hub drive system 1, the second boxes 60b filled with damping particles 510 mainly use the movement of the damping particles 510 in the closed cavity 50 to absorb and consume vibration energy, thus effectively suppressing vibrations and reducing noise, and improving the stability of the entire system.

[0119] During the operation of the hub motor 20, various vibrations and noises exist, such as the vibrations of the hub motor 20 itself caused by the interaction of the rotor and the stator, and the vibrations and impacts when the wheel 10 contacts the road surface. At the same time, the vibrations of the hub motor 20 itself can be transmitted to other system components connected to the hub motor 20 through the housing of the hub motor 20, such as cables or cooling pipes, thereby affecting the stability of the cables or cooling pipes. By installing the second boxes 60b provided with damping particles 510 on the cables or cooling pipes, the vibration and noise can be reduced.

[0120] Specifically, for the cable connected with the in-wheel motor 20, the second box body 60b provided with the damping particles 510 is installed on the cable close to the in-wheel motor 20, which can reduce the vibration transmitted from the in-wheel motor 20, thereby improving the operation stability of the cable. For the cooling pipe connected with the in-wheel motor 20, the second box body 60b provided with the damping particles 510 is installed on the cooling pipe close to the in-wheel motor 20, which can reduce the vibration transmitted from the in-wheel motor 20, thereby improving the operation stability of the cooling pipe and improving the heat dissipation efficiency.

[0121] In the above description, by installing the second box body 60b provided with the damping particles 510 on the cable or the cooling pipe connected with the in-wheel motor 20, various problems caused by the vibration of the in-wheel motor 20 can be effectively alleviated, the reliability and stability of the system are improved, and the service life of the related components is prolonged.

[0122] According to some embodiments of the present application, referring to Figure 4 , the knuckle 30 is provided with the second box body 60b at the mounting point for connecting the suspension link.

[0123] The knuckle 30 and the suspension link are important components of the vehicle suspension system, mainly serving to connect the wheel 10 with the vehicle body and respectively serving to bear the steering motion and the suspension motion. In the working process, the vibration caused by the uneven road surface is transmitted to the knuckle 30 and the suspension link through the wheel 10, and the vibration at the connection between the knuckle 30 and the suspension link is relatively large, which is more prone to produce noise. Integrating the second box body 60b provided with the damping particles 510 into the knuckle 30 at the mounting point for connecting the suspension link can absorb the vibration from the suspension system.

[0124] The second box body 60b provided with the damping particles 510 mainly reduces the dynamic response in the system by absorbing vibration energy. The second box body 60b is filled with the damping particles 510. When the suspension link vibrates during movement, the damping particles 510 in the second box body 60b undergo a small relative movement, thereby converting the vibration energy into heat energy and reducing the vibration transmitted to other components.

[0125] In the above description, by integrating the second box body 60b provided with the damping particles 510 into the knuckle 30 at the connection with the suspension link, the vibration can be effectively absorbed and reduced, the stability of the vehicle driving is improved, and the service life of the suspension system and the steering system is prolonged.

[0126] According to some embodiments of the present application, referring to Figures 5-7 , Figure 5 one of the structure schematic diagrams of the second box body 60b provided for some embodiments of the present application, Figure 6 the second box body 60b provided for some embodiments of the present application,Figure 7 A third schematic view of the second box 60b according to some embodiments of the present application. The second box 60b comprises two sub-boxes 610 arranged oppositely, each of which forms a cavity 50, and are connected in abutment. The two sub-boxes 610 form a through hole 620 for mounting the second box 60b at the abutment.

[0127] Each of the two sub-boxes 610 forms an independent cavity 50, and a plurality of movable damping particles 510 are arranged in the cavity 50 for absorbing vibration. When the system is working, the generated vibration will be transmitted to the second box 60b, and the damping particles 510 in the cavity 50 help to disperse and absorb part of the vibration energy, reducing the impact on other components.

[0128] The two sub-boxes 610 can be connected by specific buckles, screws or welding, etc. The two sub-boxes 610 form a through hole 620 at the abutment, which is used for other components to pass through and fix the second box 60b on other components. For example, when the second box 60b is mounted on the knuckle 30 for connecting the suspension link mounting point, the suspension link penetrates through the through hole 620. When the second box 60b is mounted on the cable or cooling pipe of the in-wheel motor 20, the cable or cooling pipe penetrates through the through hole 620.

[0129] In the above description, the combined structure of the two sub-boxes 610 can withstand greater load, helping to reduce deformation or looseness caused by external impact or long-term use.

[0130] According to some embodiments of the present application, referring to Figure 5 The sub-box 610 forms a plurality of fan-shaped cavities 50, and a partition 630 is arranged in adjacent cavities 50.

[0131] The two sub-boxes 610 are connected by lugs 640. The cross section of the sub-box 610 except the lug 640 part is semicircular. A plurality of partitions 630 are distributed around the inside of the sub-box 610, thereby forming a plurality of fan-shaped cavities 50. This can effectively utilize the space and enhance the stability and load-bearing capacity of the structure of the sub-box 610.

[0132] A plurality of damping particles 510 are arranged in the plurality of fan-shaped cavities 50 for vibration reduction and noise reduction. The cavities 50 in the sub-box 610 are divided into a plurality of fan-shaped small areas by the partitions 630. The fan-shaped cavity 50 structure can optimize the stress distribution and reduce the risk of a single area bearing excessive stress, thereby reducing local deformation or damage. In addition, the partitions 630 between adjacent cavities 50 can also block the vibration propagation between different areas, thereby reducing noise and unnecessary energy loss.

[0133] In the above description, the plurality of fan-shaped cavities 50 are formed in the sub-box body 610, which can improve the shock absorption capacity and space utilization of the second box body 60b structure.

[0134] According to some embodiments of the present application, referring to Figure 5 The sub-box body 610 is provided with a connecting lug 640, and the lugs 640 of the two sub-box bodies 610 are oppositely arranged and connected.

[0135] The lugs 640 of the two identical sub-box bodies 610 are oppositely arranged and can be connected by a specific buckle, screw or welding, etc. When installing the second box body 60b, the two sub-box bodies 610 can be matched with the positions to be installed respectively, the lugs 640 of the two sub-box bodies 610 are oppositely arranged and contacted, and then the lugs 640 of the two sub-box bodies 610 are connected together, so as to integrate the two sub-box bodies 610 into a whole, and the installation of the second box body 60b is completed.

[0136] The firm connection of the two sub-box bodies 610 in structure can enhance the stability and damping effect of the second box body 60b. The connected lugs 640 make the two sub-box bodies 610 jointly bear the vibration load, so as to more evenly distribute the pressure, reduce the risk of local overload, and improve the durability of the system.

[0137] In addition, when the lugs 640 of the two sub-box bodies 610 are oppositely arranged, the structural symmetry can be well maintained, the structural stress and vibration problems caused by asymmetric load can be effectively reduced, and the damping effect can be more balanced.

[0138] In the above description, by arranging the lugs 640 for connection on the sub-box body 610, the two sub-box bodies 610 can be efficiently connected and jointly realize the absorption and slowing down of vibration energy, so as to enhance the structural stability and damping effect of the damping system.

[0139] According to some embodiments of the present application, the present application also provides a vehicle comprising the hub drive system 1 of any of the above schemes for providing power.

[0140] The hub drive system 1 is a driving mode that integrates the driving motor into the inside of the wheel 10, which can simplify the transmission structure, reduce the weight of the vehicle body, and in some cases improve the handling and efficiency. The way in which the vehicle uses the hub drive system 1 to provide power has a wide range of applications in electric vehicles and autonomous driving technology. The technical solutions described in the embodiments of the present application are applicable to various vehicles using the hub drive system 1.

[0141] Specifically, in electric vehicles, the hub drive system 1 is widely used to replace the traditional internal combustion engine and transmission system. By installing the driving motor in each wheel 10, the wheel 10 can directly obtain power, reducing energy loss in the transmission process and improving the power efficiency of the vehicle.

[0142] The hub drive system 1 mentioned in the embodiments of the present application can include a wheel 10, a hub motor 20, a knuckle 30 and a brake 40, the hub motor 20 is installed on the wheel 10, the knuckle 30 is connected with the wheel shaft of the wheel 10, and the brake 40 is installed on the knuckle 30 and the wheel 10.

[0143] The wheel 10 is a part directly contacting the ground and is connected with the hub motor 20, and the wheel 10 and the hub motor 20 constitute the final output part of the drive system and can convert the power generated by the hub motor 20 into the driving power of the vehicle.

[0144] The knuckle 30 is an important component connecting the wheel 10 and the frame and mainly plays a supporting and rotating role, the knuckle 30 can connect the wheel 10 with the front suspension system or the rear suspension system of the vehicle through the hub shaft, allowing the wheel 10 to rotate with the vehicle when the vehicle turns, so as to change the direction of the vehicle driving, and in addition, the knuckle 30 has sufficient strength to withstand the weight and external force of the vehicle.

[0145] The brake 40 is installed between the knuckle 30 and the wheel 10 and is responsible for the deceleration and parking of the vehicle, and the brake 40 is usually used to provide stronger braking force, and simple braking can be realized by the hub motor 20, for example, the hub motor 20 can use the motor to work in reverse to recover energy and realize regenerative braking, helping to extend the cruising range of the vehicle.

[0146] In the above description, the hub drive system 1 is used to provide power for the vehicle, which can improve the transmission efficiency, reduce energy waste and improve the overall driving efficiency of the vehicle.

[0147] According to some embodiments of the present application, referring to Figures 1-5 The hub drive system 1 provided by the present application includes a wheel 10, a hub motor 20, a knuckle 30 and a brake 40, the hub motor 20 is installed on the wheel 10, the knuckle 30 is connected with the wheel shaft of the wheel 10, and the brake 40 is installed on the knuckle 30 and the wheel 10.

[0148] At least one non-rotating part of the hub motor 20, the knuckle 30 and the brake 40 is provided with at least one cavity 50, and a plurality of movable damping particles 510 are arranged in the cavity 50, for example, the shell of the hub motor 20 or the shell of the knuckle 30 can form a groove, and the open end of the groove is provided with a cover to form the cavity 50. The shell of the hub motor 20 can also be provided with a plurality of boxes 60, and the plurality of boxes 60 installed on the shell of the hub motor 20 are arranged around the brake disc 410 of the brake 40.

[0149] The box 60 mounted on the cable or cooling pipe of the wheel hub motor 20 and the mounting point of the knuckle 30 for connecting the suspension link includes two sub-boxes 610 arranged oppositely, each of which is formed with a cavity 50, and the two sub-boxes 610 are connected in abutment, and the two sub-boxes 610 form a through hole 620 for mounting the box 60 at the abutment, and the cable or cooling pipe of the wheel hub motor 20 and the suspension link pass through the through hole 620. A plurality of fan-shaped cavities 50 can be formed in the sub-box 610, and a partition plate 630 is arranged in adjacent cavities 50.

[0150] The box 60 can be formed with a single cavity 50 or a plurality of fan-shaped cavities 50, the filling rate of the damping particles 510 in each cavity 50 is ε, which satisfies 20%≤ε<100%, and the damping particles 510 are spherical particles, the diameter D of the damping particles 510 satisfies 0.001mm≤D≤100mm, and in addition, the mass percentage of all the damping particles 510 in the wheel hub driving system 1 is a, which satisfies 2%≤a≤10%.

[0151] If not specifically stated, all the embodiments and optional embodiments of the present application can be combined to form new technical solutions.

[0152] If not specifically stated, all the technical features and optional technical features of the present application can be combined to form new technical solutions.

[0153] The above is only the preferred embodiment of the present application and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A hub drive system, characterized in that, include: wheel; A hub motor, wherein the hub motor is mounted on the wheel; Steering knuckle, which is connected to the axle of the wheel; Brakes, mounted on the steering knuckle and the wheel; wherein, At least one of the hub motor, the steering knuckle, and the brake has at least one cavity in its non-rotating portion, and a plurality of movable damping particles are disposed within the cavity.

2. The hub drive system according to claim 1, characterized in that, The filling rate of the damping particles in each cavity is ε, which satisfies: 20%≤ε<100%.

3. The hub drive system according to claim 1, characterized in that, The damping particles account for a percentage of the mass of the hub drive system, which satisfies the condition: 2% ≤ a ≤ 10%.

4. The hub drive system according to claim 3, characterized in that, The damping particles are spherical.

5. The hub drive system according to claim 4, characterized in that, The diameter D of the damping particle satisfies: 0.001mm ≤ D ≤ 100mm.

6. The hub drive system according to any one of claims 1-5, characterized in that, The housing of the hub motor or the housing of the steering knuckle forms at least a portion of the cavity.

7. The hub drive system according to claim 6, characterized in that, The housing of the hub motor or the housing of the steering knuckle forms a groove, and a cover is installed at the open end of the groove to form the cavity.

8. The hub drive system according to any one of claims 1-5, characterized in that, Also includes: A housing that forms at least a portion of the cavity and is mounted on the non-rotating portion of at least one of the hub motor, the steering knuckle, and the brake.

9. The hub drive system according to claim 8, characterized in that, The hub motor housing is equipped with multiple housings, which are spaced apart around the brake disc of the brake.

10. The hub drive system according to claim 8, characterized in that, The hub motor's cables or cooling pipes are installed in the housing.

11. The hub drive system according to claim 8, characterized in that, The steering knuckle has the housing mounted at the mounting point used to connect the suspension link.

12. The hub drive system according to claim 10 or 11, characterized in that, The box body includes two sub-boxes arranged opposite each other, each of the two sub-boxes forming the cavity and connected together, and the two sub-boxes forming a through hole at the joint for installing the box body.

13. The hub drive system according to claim 12, characterized in that, The sub-box body forms multiple fan-shaped cavities, and partitions are provided in adjacent cavities.

14. A vehicle, characterized in that, include: The hub drive system as described in any one of claims 1-13 is used to provide power.

Images