Vibration reduction system of hub motor and use thereof

Abstract

The present application discloses a vibration reduction system of a hub motor, and a use thereof. The vibration reduction system of a hub motor comprises a brake, a vibration reduction mechanism, a torque transmission mechanism, and a hub motor. The brake is mainly used for braking and torque transmission. The vibration reduction mechanism is used for reducing the acting force of the weight of a motor on an automobile hub, reducing the load of the hub, and increasing the reaction speed of the hub. The torque transmission mechanism indirectly transmits the rotating torque of the motor to the automobile hub, and, at the same time, the torque transmission mechanism and the vibration reduction mechanism jointly prevent high-frequency, large-amplitude impact force of the automobile hub from being transmitted to the hub motor, and the unsprung mass of an automobile using the hub motor is reduced.

Description

Vibration reduction system of hub motor and its application Technical Field

[0001] The present application relates to the technical field of automobile hub motors, and in particular to a vibration reduction system of a hub motor and its application. Background Art

[0002] With the development of new energy technologies, new energy electric vehicles are becoming increasingly popular. In recent years, OEMs and parts suppliers around the world have been developing in-wheel motors, demonstrating their potential as the future of the new energy vehicle industry. However, in-wheel motor design still faces many technical challenges. These include limited space within the wheel, high requirements for motor power density, design difficulties, and limited brake disc installation. In-wheel motors are subject to significant road impact loads, necessitating stringent seismic requirements. Existing in-wheel motors with inner and outer rotors are directly fixed to the vehicle wheel hub, and their weight is generally around 30 kg. This significantly increases the vehicle's unsprung mass and overall wheel inertia, resulting in a sluggish vibration damping response on uneven roads and impacting driving comfort and handling. If the in-wheel motor is directly connected to the wheel hub, the high-frequency and high-amplitude impacts received by the wheel hub are directly transmitted to the in-wheel motor, impacting the motor's internal structural stability and service life. These in-wheel motors are hindering the development of new energy vehicles.

[0003] Summary of the Invention

[0004] The purpose of the present invention is to provide a vibration reduction system for a hub motor, in which a vibration reduction mechanism and a torque transmission mechanism are arranged between the hub motor, the wheel hub and the vehicle frame to solve the vibration problems caused by the increase in the unsprung mass of the hub motor and driving on uneven roads, thereby overcoming the shortcomings of the existing technology.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] The present application discloses a vibration reduction system for a hub motor, comprising a wheel hub, a hub motor, a torque transmission mechanism, a vibration reduction mechanism, and a pull-up vibration absorber. The torque transmission mechanism comprises a drive plate drivingly connected to the hub motor via an intermediate plate, the drive plate being connected to the wheel hub, the intermediate plate being drivingly connected to the hub motor, and the two sides of the intermediate plate being respectively connected to the hub motor and the drive plate via a plurality of connecting rods.

[0007] The vibration reduction mechanism includes a steering clevis, the steering clevis is rotatably connected to the drive plate, and the hub motor is slidably connected to the steering clevis or slidably connected to the vehicle frame via a connecting rod;

[0008] One end of the pull-up shock absorber is connected to the wheel hub motor, and the other end is connected to the frame of the car.

[0009] Furthermore, in the above-mentioned vibration reduction system of the hub motor, the hub motor is an inner rotor motor or an axial flux motor, including a stator and a rotor arranged in an outer shell, and a rotor shaft driven and connected to the rotor, the rotor shaft is a hollow structure, and the intermediate disk is driven and connected to the hub motor through a planetary mechanism.

[0010] Furthermore, in the above-mentioned vibration reduction system of the hub motor, the planetary mechanism includes an inner ring gear arranged on the outer wall of the rotor shaft, an outer ring gear arranged on the inner wall of the outer shell, and a plurality of planetary gears arranged on the first planetary carrier, and the end of the first planetary carrier facing away from the planetary gear is drivingly connected to the intermediate plate, and the end of the planetary gear facing away from the torque transmission mechanism is provided with a second planetary carrier.

[0011] Furthermore, in the above-mentioned wheel hub motor vibration reduction system, the wheel hub motor is an outer rotor motor, including a motor front cover, a rotor core, a permanent magnet, a stator core, a stator bracket, a motor bearing and a motor rear cover.

[0012] Furthermore, in the above-mentioned vibration reduction system of the hub motor, the steering horn includes a connecting plate and a connecting shaft and a connecting head respectively arranged on both sides of the connecting plate, and the connecting plate is slidably connected to the side of the stator bracket close to the side of the hub motor.

[0013] Furthermore, in the above-mentioned vibration reduction system of the hub motor, one end of the connecting rod is connected to the side surface of the stator bracket, and the other end is connected to the vehicle frame.

[0014] Furthermore, in the above-mentioned vibration reduction system of the hub motor, the intermediate plate is connected to the motor front cover through a number of connecting rods, and a brake base plate and a brake shoe combination for braking are provided in the driving plate, and the brake base plate is fixed to the steering horn. A center block is slidingly provided in the stator bracket, and one side end face of the brake base plate is fixed to the center block. A vibration reduction spring and a vertical shock absorber are connected between the center block and the stator bracket, and a first fixing column is provided on the side of the stator bracket, and is connected to the vehicle frame through a diagonal shock absorber.

[0015] Furthermore, in the above-mentioned vibration reduction system of the hub motor, one end of the connecting rod arranged near the driving disk is connected to the driving disk through a first shaft pin, one end of the connecting rod arranged near the hub motor is connected to the hub motor through a second shaft pin, and the end of the connecting rod away from the corresponding first shaft pin or second shaft pin is connected to the intermediate disk through a third shaft pin. The first shaft pin, the second shaft pin and the third shaft pin are respectively arrayed at equal intervals on the circumference of the same diameter size, and the number of connecting rods arranged between the driving disk and the intermediate disk and the number of connecting rods arranged on the motor front cover and the intermediate disk is at least 3.

[0016] Furthermore, in the above-mentioned vibration reduction system of the hub motor, the outer wall of the driving disc is provided with rotating arms respectively corresponding to the first shaft pins, and the intermediate disc is arranged between the rotating arms and the hub motor and is suspended and sleeved on the driving disc.

[0017] Furthermore, in the above-mentioned vibration reduction system of the hub motor, a rectangular groove is provided in the middle of the stator bracket, and the two sides of the center block are slidably connected to the inner walls on the opposite sides of the rectangular groove through guide rails and sliders respectively. The stator bracket and the side of the center block close to the oblique-tension vibration absorber are respectively provided with second fixing columns for installing the vertical vibration absorber, and the vibration reduction springs are respectively provided between the center block and the side walls of the vertical guide rails of the rectangular groove.

[0018] Furthermore, in the above-mentioned vibration reduction system of the hub motor, the guide rail is arranged parallel to the side of the stator bracket facing away from the intermediate disk, and the center block is slidably connected to the guide rail via a slider.

[0019] The embodiment of the present application further discloses a wheel, including the above-mentioned vibration reduction system of the hub motor, wherein the hub sleeve is provided with a tire. The embodiment of the present application further discloses a vehicle, including the above-mentioned tire.

[0020] Compared with the prior art, the advantages of the present invention are: the vibration reduction system of the hub motor has a compact structure. On the one hand, the front cover of the hub motor, the intermediate plate and the drive plate together form a torque transmission mechanism, which indirectly transmits the equal torque and equal speed of the hub motor to the automobile wheel hub. The automobile wheel hub can vibrate up and down within the motion range of the torque transmission mechanism, and the vibration frequency and vibration amplitude will not be transmitted to the hub motor; on the other hand, the motor stator bracket bears the weight of the hub motor and transfers the weight of the hub motor to the automobile frame through the oblique pull shock absorber, thereby reducing the downward force of the hub motor on the automobile wheel hub. At the same time, the vibration reduction mechanism absorbs the high-frequency and large-amplitude impact force generated by the automobile wheel hub when driving on the ground, ensuring that the hub motor maintains a stable relative position. Moreover, the vibration reduction spring and the vertical shock absorber can quickly adjust the center position of the center block and the stator bracket through vibration reduction and damping to adjust the hub motor and the automobile wheel hub to maintain a relatively stable position, bringing comfort and controllability to driving the car. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments recorded in this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] FIG1 is an exploded schematic diagram of a vibration reduction system of a hub motor in a first embodiment of the present invention.

[0023] FIG2 is a cross-sectional view of a vibration reduction system of a hub motor in a first embodiment of the present invention.

[0024] FIG3 is a schematic diagram showing the installation of the torque transmission mechanism in the first embodiment of the present invention.

[0025] FIG4 is a schematic diagram showing the installation of the vibration reduction mechanism in the first embodiment of the present invention.

[0026] FIG5 is a schematic structural diagram of a torque transmission mechanism in a first specific embodiment of the present invention.

[0027] FIG6 is a schematic structural diagram of the vibration reduction mechanism in the first embodiment of the present invention.

[0028] FIG7 is a schematic structural diagram of a driving disk in a first specific embodiment of the present invention.

[0029] FIG8 is a schematic structural diagram of a vibration reduction system of a hub motor in a second specific embodiment of the present invention.

[0030] FIG9 is a schematic structural diagram of a vibration reduction system of a hub motor in a third specific embodiment of the present invention.

[0031] FIG10 is a schematic structural diagram of the vibration reduction system of the hub motor in the fourth specific embodiment of the present invention with the hub omitted.

[0032] FIG11 is a schematic structural diagram of a drive disk in a fourth specific embodiment of the present invention.

[0033] FIG12 is a schematic structural diagram of a vibration reduction system of a hub motor in a fifth specific embodiment of the present invention.

[0034] FIG13 is a schematic structural diagram of a vibration reduction system of a hub motor in a sixth specific embodiment of the present invention.

[0035] FIG14 is a schematic structural diagram of a vibration reduction system of an in-wheel hub motor according to a seventh specific embodiment of the present invention.

[0036] FIG15 is an exploded schematic diagram showing a vibration reduction system of a hub motor in a seventh embodiment of the present invention.

[0037] FIG16 is a cross-sectional view of a vibration reduction system of a hub motor in a seventh embodiment of the present invention.

[0038] FIG17 is a schematic diagram showing the interior of a planetary mechanism in a seventh specific embodiment of the present invention.

[0039] FIG18 is a schematic diagram showing the installation of the planetary gear in the seventh specific embodiment of the present invention.

[0040] FIG19 is a schematic structural diagram of the rotor shaft in the seventh specific embodiment of the present invention.

[0041] FIG20 is a schematic structural diagram of a housing in a seventh specific embodiment of the present invention.

[0042] FIG21 is a schematic structural diagram of the first planet carrier in the seventh specific embodiment of the present invention.

[0043] FIG22 is a schematic structural diagram of a wheel hub motor in a seventh specific embodiment of the present invention.

[0044] FIG23 is a schematic structural diagram of a vibration reduction system of a hub motor in an eighth specific embodiment of the present invention.

[0045] FIG24 is an exploded schematic diagram showing the vibration reduction system of the hub motor in the eighth embodiment of the present invention.

[0046] FIG25 is a cross-sectional view of the vibration reduction system of the hub motor in the ninth embodiment of the present invention. DETAILED DESCRIPTION

[0047] The following is a detailed description of the technical solutions in the embodiments of the present invention, with reference to the accompanying drawings. Obviously, the described embodiments are only a portion of the embodiments of the present invention, not all of them. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0048] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0049] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0050] Example 1

[0051] 1 to 7 , a vibration reduction system for a hub motor includes a hub 1, a hub motor, a torque transmission mechanism, a vibration reduction mechanism, and a diagonal vibration absorber. The hub motor includes a motor front cover 2, a rotor core 3, permanent magnets, a stator core 4, a stator bracket 5, a motor bearing 6, and a motor rear cover 7. A first fixing column is provided on the side of the stator bracket 5 near the diagonal vibration absorber for connecting the diagonal vibration absorber. The diagonal vibration absorber can utilize an existing suspension unit or other structure. The first fixing column is integrally formed with the stator bracket or fixed to the stator bracket by a conventional threaded structure. It only needs to be able to connect to the diagonal vibration absorber and can also be replaced by a pull-up vibration absorber.

[0052] The torque transmission mechanism includes a drive plate 9 connected to the motor front cover 2 via an intermediate plate 8, a brake base plate 10 for braking, and a brake shoe assembly 11. The two sides of the intermediate plate 8 are respectively connected to the motor front cover 2 and the drive plate 9 via three connecting rods 12. The vibration reduction mechanism includes a center block 15 slidably connected to the stator bracket 5 via a guide rail 13 and a slider 14. A vibration reduction spring 16 and a vertical vibration damper 17 are connected between the center block 15 and the stator bracket 5.

[0053] The oblique-tension shock absorber 18 is connected to the first fixing column of the stator bracket 5 at one end and to the vehicle frame (not shown) at the other end. In this technical solution, the wheel hub, guide rail, slider, brake base plate and brake shoe combination are all conventional structures, and the structure recorded in the prior art can be directly used. The brake base plate is fixed to the center block by bolts, etc., and the brake shoe combination is set in the drive disc (also called "brake drum"). The wheel hub motor can also use the structure of the prior art. The difference is that a center block is slidingly set in the stator bracket, and the drive disc, brake base plate and brake shoe combination together constitute the drum brake structure of the wheel hub motor. One side of the drive disc is fixed to the wheel hub of the vehicle by a conventional bolt structure, and one end face of the brake base plate is fixed. It is fixed to the center block and fixed together with the center block to the conventional steering clevis 19. The end of the steering clevis close to the frame is connected to the steering mechanism of the vehicle through a conventional connection structure, and the other end is rotatably connected to the drive plate through a bearing 20 and a nut 21. The steering clevis is circumferentially fixed to the center block through a conventional key and other structures, and the steering of the wheel hub is achieved through the steering clevis; the motor front cover, rotor core and permanent magnet, stator core, motor bearing and motor rear cover are installed on the stator bracket, together forming an outer rotor hub motor, and the motor front cover and motor rear cover are rotatably connected to the stator through the motor bearings respectively. Bracket, after the hub motor is powered on, the rotor core drives the motor front cover and the motor rear cover to rotate, and the driving force, torque and speed are transmitted to the car's wheel hub through the torque transmission mechanism composed of the connecting rod, the intermediate plate and the drive plate, thereby driving the car to move; the oblique pull shock absorber pulls up the stator bracket, and transfers the entire weight of the hub motor upward to the car's frame; the guide rail, slider, center block, shock-absorbing spring and vertical shock absorber form a vibration reduction mechanism, and the center block is slidably set in the stator bracket through the guide rail and slider. When the vehicle is driving on the road, the weight of the hub motor will not be directly applied to the center The center block is placed on the steering horn to ensure that the vehicle's wheel hub is running without load. When the road is rough or there are obstacles, the motor front cover, the middle plate and the drive plate can be offset in the vertical direction, and the vehicle's wheel hub can move up or down quickly and lightly to pass through the obstacle. The wheel hub drives the center block to slide along the guide rail. The high-frequency and large-amplitude instantaneous impact force is absorbed in the form of heat energy and elastic deformation under the joint vibration reduction and damping of the oblique shock absorber, the vertical shock absorber and the shock-absorbing spring, ensuring that the wheel hub motor and the vehicle's wheel hub maintain a relatively stable position, bringing comfort and controllability to the driving of the car.

[0054] For example, referring to Figures 3 and 5, one end of the connecting rod 12 arranged near the driving disk 9 is connected to the driving disk 9 through a first axis pin, one end of the connecting rod 12 arranged near the motor front cover 2 is connected to the motor front cover 2 through a second axis pin, and the end of the connecting rod 12 away from the corresponding first axis pin or second axis pin is connected to the intermediate disk 8 through a third axis pin. The first axis pin, the second axis pin and the third axis pin are respectively arranged at equal intervals on the circumference of the same diameter size. The number of connecting rods 12 arranged between the driving disk 9 and the intermediate disk 8 and the number of connecting rods 12 arranged between the motor front cover 2 and the intermediate disk 8 is 3.

[0055] In this technical solution, the first axle pin, the second axle pin and the third axle pin are directly identical and are respectively fixed to the corresponding drive plate, the intermediate plate and the motor front cover by conventional means such as interference fit or threaded connection. Both ends of the third axle pin protrude from the intermediate plate and are rotatably connected to the connecting rods on the corresponding sides. The connecting rods are block-shaped structures and are processed with two pin holes, and are rotatably connected to the corresponding first axle pin, the second axle pin and the third axle pin. Through the rotation of the connecting rods, conventional devices such as bearings / bushings can also be embedded in the pin holes to improve the smoothness of rotation. The positions of the motor front cover, the intermediate plate and the drive plate are offset from each other, that is, when the wheels of the vehicle pass through rough roads or obstacles, the vibration frequency and vibration amplitude will not be transmitted to the hub motor through the rotation of the connecting rod and the corresponding axle pin, thereby improving the use environment of the hub motor and extending its service life.

[0056] For example, referring to Figures 3, 5 and 7, the outer wall of the drive disk 9 is protruded with rotating arms corresponding to the first shaft pins respectively, and the intermediate disk 8 is arranged between the rotating arms and the motor front cover 2, and is suspended on the drive disk 9.

[0057] In this technical solution, the rotating arm and the drive plate are integrally formed to ensure overall strength. The first axle pin is fixed to the corresponding rotating arm by an interference fit or threaded connection, and is then connected to the intermediate plate via a connecting rod. The intermediate plate is suspended and sleeved on the drive plate to avoid interference with the displacement of the drive plate. During operation, the motor front cover transmits the rotational torque of the wheel hub motor to the intermediate plate via the second axle pin, the third axle pin, and the corresponding connecting rod. The intermediate plate then transmits the rotational torque to the rotating arm on the drive plate via the third axle pin, the first axle pin, and the corresponding connecting rod, and drives the wheel hub to rotate through the drive plate. When the car's wheel hub bumps (moves up or down), the motor front cover and the intermediate plate can be offset in the vertical direction relative to the rotating arm to maintain the stability of the wheel hub motor. When the wheel hub and the wheel hub motor are coaxial, the distance between the outer wall of the motor front cover and the inner wall of the wheel hub is greater than twice the center distance between the two pin holes in the same connecting rod, thereby avoiding interference between the wheel hub motor and the wheel hub. Similarly, the distance between the inner wall of the intermediate plate and the outer wall of the drive plate is greater than the center distance between the two pin holes in the same connecting rod, thereby avoiding interference between the intermediate plate and the drive plate.

[0058] For example, referring to Figures 4 and 6, a rectangular groove is provided in the middle of the stator bracket 5, and guide rails 13 are vertically fixed to the inner walls on opposite sides of the rectangular groove. The two sides of the center block 15 are slidably connected to the corresponding guide rails 13 via sliders 14. In this technical solution, when the wheel hub of the car bumps (moves up or down), the center block and the steering horn are driven to move along the linear guide rail, reducing the vibration of the hub motor. The high-frequency and large-amplitude impact force generated can be absorbed by the vibration-damping spring and the vertical vibration damper, ensuring that the hub motor maintains a stable relative position. At the same time, the vibration-damping spring and the vertical vibration damper can quickly adjust the center position of the center block and the stator bracket through vibration reduction and damping to adjust the hub motor and the car wheel hub to maintain a relatively stable position, bringing comfort and controllability to the driving of the car.

[0059] For example, referring to FIG. 4 and FIG. 6 , the stator bracket 5 and the side of the center block 15 close to the oblique-tension vibration absorber 18 are respectively provided with second fixing columns for installing the vertical vibration absorber 17 .

[0060] In this technical solution, a second fixing post is secured to the stator bracket and center block via conventional means such as threads, connecting the two ends of the vertical damper. The vertical damper utilizes an existing spring damper or other structure to achieve an elastic connection between the center block and the stator. For example, as shown in Figures 4 and 6 , damping springs 16 are positioned between the center block 15 and the sidewalls of the rectangular vertical guide rail 13.

[0061] In this technical solution, vibration-damping springs are arranged between the top and bottom ends of the center block and the inner walls corresponding to the rectangular groove to reduce the vibration of the hub motor caused by the wheel hub bumps. Positioning grooves corresponding to the vibration-damping springs are provided on the top and bottom ends of the center block and the inner walls corresponding to the rectangular groove to avoid dislocation of the vibration-damping springs.

[0062] Example 2

[0063] As shown in FIG8 , the difference from the first embodiment is that the number of vertical vibration dampers 17 and / or vibration damping springs 16 is zero.

[0064] In this technical solution, no vertical vibration damper and / or vibration damping spring is provided. The center block can still slide along the guide rail under the action of the wheel hub and is limited by the connecting rod and the like. The range of up and down movement of the center block is limited and it will not collide with the inner wall of the rectangular groove, thereby ensuring the relative stability of the position of the hub motor, avoiding the influence of vibration on it, and extending its service life.

[0065] Example 3

[0066] As shown in Figure 9, different from the first or second embodiment, two guide rails 13 (one guide rail is omitted in the figure) are arranged parallel to the side of the stator bracket 5 facing away from the intermediate disk 8, and the center block 15 is slidably connected to the guide rail 13 by a slider 14 near the side of the stator bracket 5.

[0067] In this technical solution, the guide rail is arranged in a manner that enables the center block to slide up and down along it, and when the vertical vibration damper is arranged, it can be staggered with the guide rail and the slider.

[0068] Example 4

[0069] 10 and 11 , unlike the above-mentioned embodiments, the brake base plate is sleeved on the drive disc and fixed by welding or integral molding, and the brake shoes are combined into a brake caliper structure, which is fixed to the center block and can act on the brake base plate to form a disc brake structure.

[0070] Example 5

[0071] As shown in Figure 12, different from the above embodiments, the drive disc can remove the brake base plate on the basis of the fourth embodiment. The brake base plate is fixed to the motor back cover by welding, etc. A boss is provided on the outer edge of the side close to the motor back cover to separate the brake base plate and the motor back cover, leaving space for accommodating the brake shoe assembly. The brake shoe assembly is a brake caliper structure and is fixed to the stator bracket to act on the brake base plate to form a disc brake structure.

[0072] Example 6

[0073] For example, referring to Figure 13, unlike the above-mentioned embodiment, the hub motor is an inner rotor motor or an axial flux motor, including a stator and a rotor arranged in a shell 22 and a rotor shaft 23 driven and connected to the rotor, and the rotor shaft 23 is a hollow structure; the intermediate disk 8 is driven and connected to the hub motor and the drive disk 9, and the intermediate disk 8 is driven and connected to the hub motor through a planetary mechanism, the steering horn 19 is slidably connected to the end cover of the shell 22, and the steering horn 19 is rotatably connected to the drive disk 9, one end of the pull-up shock absorber is connected to the shell 22 of the hub motor, and the other end is connected to the frame of the car. The pull-up shock absorber can also be replaced by a diagonal shock absorber, and the hub motor is slidably connected to the frame through a connecting rod 29, the top of the connecting rod 29 is connected to the mounting plate, and the bottom end is slidably connected to the hub motor through a linear guide.

[0074] Example 7

[0075] For example, referring to Figures 14 to 21, the difference from Example 6 is that the steering clevis 19 is slidingly connected to the end cover of the shell 22, the steering clevis 19 is rotatably connected to the drive plate 9, one end of the pull-up shock absorber is connected to the shell 22 of the hub motor, and the other end is connected to the frame of the car.

[0076] In this technical solution, the steering clevis includes a connecting plate and a connecting shaft and a connecting head respectively arranged on both sides of the connecting plate. The connecting plate is slidably connected to the end cover of the hub motor, and the connecting head is connected to the steering mechanism of the vehicle through a conventional connecting structure. The connecting shaft passes through the hub motor and is rotatably connected to the drive plate through bearings and nuts, and the steering of the wheel hub is achieved through the steering clevis; the hub motor is an inner rotor motor or an axial flux motor, the stator is fixed in the outer shell, the rotor is arranged in or on both sides of the stator, and is fixed to the outer wall of the rotor shaft. After the hub motor is energized, the rotor drives the rotor shaft to rotate, and the driving force is transmitted to the wheel hub of the vehicle through the planetary mechanism and the torque transmission mechanism composed of the intermediate plate and the drive plate. , thereby driving the car; the pull-up shock absorber pulls up the shell of the hub motor, transferring the entire weight of the hub motor to the frame of the car. When the vehicle is driving on the road, the weight of the hub motor will not be directly applied to the wheel hub, ensuring that the vehicle's wheel hub is traveling without load. When the road is rugged or there are obstacles, the car's wheel hub can move up or down lightly and quickly to pass through the obstacle. The wheel hub drives the steering horn to slide relative to the hub motor. The high-frequency and large-amplitude instantaneous impact force is absorbed in the form of heat energy and elastic deformation under the action of the pull-up shock absorber, ensuring that the hub motor and the vehicle's wheel hub maintain a relatively stable position, bringing comfort and controllability to driving the car.

[0077] For example, referring to Figures 14 to 21, the planetary mechanism includes an inner ring gear arranged on the outer wall of the rotor shaft 23, an outer ring gear arranged on the inner wall of the outer shell 22, and a plurality of planetary gears 25 arranged on the first planetary carrier 24, and the end of the first planetary carrier 24 facing away from the planetary gears 25 is drivingly connected to the intermediate disk 8.

[0078] In this technical solution, the inner gear ring is directly processed on the outer wall of the rotor shaft, that is, the inner gear ring and the rotor shaft are formed as one piece, or the inner gear ring is fixed to the corresponding position of the outer wall of the rotor shaft by conventional devices such as screws and keys after processing; the end of the hub motor housing close to the steering horn connection block is encapsulated by an end cover, and the end cover and the rotor shaft are rotationally connected by conventional structures such as step grooves and bearings. The other end of the housing extends to the middle disk, and the inner wall of the housing is provided with an annular partition, which divides the inner cavity of the housing into a motor cavity and a gear cavity, and encapsulates the rotor and stator in the housing to prevent external debris from entering. The annular partition The outer gear ring bracket is processed with the inner wall of the outer shell, that is, the outer gear and the outer shell are integrally formed, or the outer gear ring is fixed to the corresponding position of the inner wall of the outer shell by conventional devices such as top screws and keys after processing. The planetary gears are rotatably set on the first planetary carrier through the rotating shaft. The first planetary carrier is rotatably connected to the outer shell and the rotor shaft respectively through conventional structures such as step grooves and bearings. When the rotor shaft rotates, it drives the planetary gears to rotate along its rotating shaft and revolve along the outer gear ring, driving the first planetary carrier to rotate, thereby driving the wheel hub to rotate through the intermediate disk and the drive disk.

[0079] For example, referring to FIG. 14 to FIG. 21 , a second planet carrier 26 is provided at one end of the planet gear 25 away from the torque transmission mechanism.

[0080] In this technical solution, the second planet carrier is an annular structure, and both ends of the rotating shaft of the planetary gear are respectively connected to the first planet carrier and the second planet carrier, thereby improving the stability of the planetary gear installation.

[0081] Exemplarily, referring to FIG. 13 to FIG. 21 , the steering horn 19 is slidably connected to the end cover of the housing 22 through the guide rail 13 and the slider 14 .

[0082] In this technical solution, the linear guide rails are vertically arranged on both sides of the end cover of the shell by bolts, and the connecting plate of the steering clevis is connected to the slider of the guide rail by bolts. In the horizontal direction, the hub motor, steering clevis and wheel hub are fixed to each other. When the wheel hub is bumpy, the steering clevis is driven to move along the direction of the guide rail, reducing the impact on the hub motor; the linear guide rail can also be fixed to the connecting block of the steering clevis, and the slider can be fixed to the end cover of the shell.

[0083] Exemplarily, as shown in Figures 14 and 25, the pull-up shock absorber includes a spring bracket 27 arranged on the vehicle body and a tension rod 28 elastically connected between the spring bracket 27 and the hub motor, and the spring bracket 27 is connected to the steering horn 19 through the tension rod 28.

[0084] In this technical solution, the spring bracket includes a mounting plate and a slot block fixed to each other. The mounting plate is fixed to the vehicle frame by bolts or welding, or the slot block can be directly set on the vehicle frame. The top of the tension rod is a cylindrical structure and slides through the slot block, and springs are provided at both ends inside and outside the slot block. The springs are limited by conventional structures such as nuts. When the tension rod moves up or down, it is elastically connected to the spring bracket to reduce the impact of vibration on the hub motor. The bottom end of the tension rod is a bent structure to avoid interference with the wheel hub, and is connected to the hub motor by bolts or welding, transferring the entire weight of the hub motor upward to the frame of the car.

[0085] Example 8

[0086] For example, referring to FIG. 23 and FIG. 24 , the pull-up shock absorber can also be applied to an outer rotor hub motor, and the bottom of the tension rod 28 can be connected to the stator bracket 5 of the hub motor.

[0087] In this technical solution, the hub motor is an outer rotor hub motor, and the positioning block is directly replaced by the connecting plate of the steering horn, and is slidably connected to the side of the stator bracket through a guide rail and a slider. The upper pull shock absorber and the oblique pull shock absorber can be used at the same time or one of them can be used selectively, and the bottom of the tension rod in the upper pull shock absorber can be connected to the stator bracket of the hub motor.

[0088] Embodiment 9

[0089] For example, as shown in Figure 25, the hub motor is an outer rotor hub motor, and the bottom of the tension rod 28 is connected to the stator bracket 5 of the hub motor. The steering horn and the stator bracket do not contact each other. The top end of the connecting rod 29 is connected to the mounting plate / frame, and the bottom end is slidably connected to the hub motor through a linear guide rail.

[0090] Example 10

[0091] The vibration reduction system of the hub motor in the above embodiment is applied to a wheel, and a conventional tire is provided on the wheel hub to form an electric wheel.

[0092] Example 11

[0093] The wheel in the above embodiment is applied to a vehicle, the steering horn is connected to the vehicle's steering system, the hub motor is electrically connected to the vehicle's battery and control system, and the hub motor is connected to the vehicle frame through a diagonal shock absorber, thereby reducing the downward force of the hub motor on the vehicle's wheel hub and improving the response speed of the wheel hub to up and down vibrations during driving.

[0094] To sum up, the vibration reduction system of the hub motor has a compact structure. On the one hand, the front cover of the hub motor, the intermediate plate and the drive plate together form a torque transmission mechanism, which indirectly transmits the equal torque and equal speed of the hub motor to the car wheel hub. The car wheel hub can vibrate up and down within the motion range of the torque transmission mechanism, and the vibration frequency and vibration amplitude will not be transmitted to the hub motor; on the other hand, the motor stator bracket bears the weight of the hub motor and transfers the weight of the hub motor to the car frame through the oblique pull shock absorber, thereby reducing the downward force of the hub motor on the car wheel hub. At the same time, the vibration reduction mechanism absorbs the high-frequency and large-amplitude impact force generated by the car wheel hub when driving on the ground, ensuring that the hub motor maintains a stable relative position. Moreover, the vibration reduction spring and the vertical shock absorber can quickly adjust the center position of the center block and the stator bracket through vibration reduction and damping to adjust the hub motor and the car wheel hub to maintain a relatively stable position, bringing comfort and controllability to driving the car.

[0095] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0096] The above is only a specific implementation method of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A vibration reduction system for a hub motor, characterized in that: It includes a wheel hub, a wheel hub motor, a torque transmission mechanism, a vibration reduction mechanism and a pull-up vibration absorber, wherein: The torque transmission mechanism comprises a driving plate connected to the wheel hub motor through an intermediate plate, the driving plate is connected to the wheel hub, the intermediate plate is connected to the wheel hub motor, and two sides of the intermediate plate are connected to the wheel hub motor and the driving plate through a plurality of connecting rods respectively; The vibration reduction mechanism comprises a steering clevis, the steering clevis is rotatably connected to the driving plate, and the wheel hub motor is slidably connected to the steering clevis or slidably connected to the vehicle frame through a connecting rod; The pull-up shock absorber has one end connected to the wheel hub motor and the other end connected to the frame of the vehicle.

2. The vibration reduction system of the hub motor according to claim 1, characterized in that: The hub motor is an inner rotor motor or an axial flux motor, including a stator and a rotor arranged in a housing, and a rotor shaft drivingly connected to the rotor. The rotor shaft is a hollow structure, and the intermediate disk is drivingly connected to the hub motor through a planetary mechanism.

3. The vibration reduction system of the hub motor according to claim 2, characterized in that: The planetary mechanism includes an inner gear ring arranged on the outer wall of the rotor shaft, an outer gear ring arranged on the inner wall of the outer shell, and a plurality of planetary gears arranged on the first planetary carrier. The end of the first planetary carrier away from the planetary gear is drivingly connected to the intermediate plate, and the end of the planetary gear away from the torque transmission mechanism is provided with a second planetary carrier.

4. The vibration reduction system of the hub motor according to claim 1, characterized in that: The hub motor is an outer rotor motor, comprising a motor front cover, a rotor core, a permanent magnet, a stator core, a stator bracket, a motor bearing and a motor rear cover.

5. The vibration reduction system of the hub motor according to claim 4, characterized in that: The steering horn comprises a connecting plate and a connecting shaft and a connecting head respectively arranged on both sides of the connecting plate. The connecting plate is slidably connected to the side of the stator bracket close to the side of the hub motor.

6. The vibration reduction system of the hub motor according to claim 4, characterized in that: One end of the connecting rod is respectively connected to the side surface of the stator bracket, and the other end is connected to the vehicle frame.

7. The vibration reduction system of the hub motor according to claim 4, characterized in that: The intermediate plate is connected to the motor front cover through a plurality of connecting rods. A brake base plate and a brake shoe assembly for braking are arranged in the driving plate. The brake base plate is fixed to the steering horn. A center block is slidably arranged in the stator bracket. One side end surface of the brake base plate is fixed to the center block. A damping spring and a vertical damper are connected between the center block and the stator bracket. A first fixing column is arranged on the side of the stator bracket and is connected to the frame of the automobile through a diagonal damper.

8. The vibration reduction system of the hub motor according to claim 1, characterized in that: One end of the connecting rod arranged near the driving disk is connected to the driving disk through a first axle pin, one end of the connecting rod arranged near the hub motor is connected to the hub motor through a second axle pin, and one end of the connecting rod away from the corresponding first axle pin or second axle pin is connected to the intermediate disk through a third axle pin. The first axle pin, the second axle pin and the third axle pin are arrayed at equal intervals on a circumference of the same diameter size. The number of connecting rods arranged between the driving disk and the intermediate disk and the number of connecting rods arranged on the motor front cover and the intermediate disk is at least 3.

9. The vibration reduction system of the hub motor according to claim 8, characterized in that: The outer wall of the driving disc is protruded with rotating arms corresponding to the first shaft pins respectively, and the intermediate disc is arranged between the rotating arms and the wheel hub motor, and is suspended and sleeved on the driving disc.

10. The vibration reduction system of the hub motor according to claim 8, characterized in that: A rectangular groove is arranged in the middle of the stator bracket, and the two sides of the center block are slidably connected to the inner walls on the opposite sides of the rectangular groove through guide rails and sliders respectively. The stator bracket and the side of the center block close to the oblique-stayed shock absorber are respectively provided with second fixing columns for installing the vertical shock absorber, and the shock-absorbing springs are respectively arranged between the center block and the side walls of the vertical guide rails of the rectangular groove.

11. The vibration reduction system of the hub motor according to claim 8, characterized in that: The guide rail is arranged in parallel on the side of the stator support away from the intermediate disk, and the center block is slidably connected to the guide rail via a sliding block.

12. A wheel, characterized in that: A vibration reduction system for a hub motor comprising any of claims 1 to 12, wherein the hub sleeve is provided with a tire.

13. A vehicle, characterized in that: The tire comprising the above-mentioned claim 13.

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