CN104024015A - 轮毂驱动*** - Google Patents

轮毂驱动*** Download PDF

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CN104024015A
CN104024015A CN201280040237.1A CN201280040237A CN104024015A CN 104024015 A CN104024015 A CN 104024015A CN 201280040237 A CN201280040237 A CN 201280040237A CN 104024015 A CN104024015 A CN 104024015A
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stator
brake
current transformer
plate
transformer housing
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CN104024015B (zh
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托比亚斯·沃格勒
拉斐尔·费舍尔
马克·洛热
多萝特·施蒂恩魏斯
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Schaeffler Technologies AG and Co KG
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
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Abstract

本发明涉及一种具有能布置在轮辋之内的电动马达的轮毂驱动***，其中，电动马达借助至少间接与轮毂连接的转子和固定的、能以交流电来加载的定子构成。为了达到为乘客创造更多空间的目的，建议将变流器与它的整个功率电子件都布置在定子上，从而能够利用车辆的电池的直流电来运行轮毂驱动***，或者说在车辆内不必铺设交流电缆线路。因此，由轴向上附着在定子旁的变流器壳体中布置的变流器来产生交流电。

Description

轮毂驱动***
技术领域
本发明涉及一种具有能布置在轮辋之内的电动马达的轮毂驱动***，其中，电动马达借助至少间接与轮毂连接的转子和固定的、能以交流电来加载的定子构成。 
背景技术
轮毂驱动***属于直接驱动件，其中，轮子在没有例如变速器形式的传动比的情况下被驱动。换而言之，马达的旋转速度和受驱动的轮子的旋转速度在任何时间都是一样的。 
基于永久激励的同步马达的电力直接驱动件使极高的效率成为可能，从而车辆的电池只须存储小部分的能量，就像具有内燃机的车辆的油箱中那样。 
过去，直接驱动的电动马达已经集成到车轮中，其中，电动马达的定子和转子与轮子轴承的固定的部分或轮毂连接。这相比于同时驱动多个轮子的中央驱动的电动马达能够节约空间。 
车辆中的功率变流器包含功率电子件，该功率电子件从车辆自带的电池的直流电中产生多相的交流电来用于运行电动马达。下面为了简单起见称为变流器。 
在这种情况下存在的问题是：出于安全的原因同样必须设计有摩擦制动器，并且因此必须连同电动马达一起，即特别是连同它的定子和转子一起集成到轮子的轮辋空间内。 
对此，已经在EP1380459B1中建议了一种轮毂驱动***，它以外转子原理（转子径向外部地包围定子）为基础并且盘式制动器布置在电动马达之内。 
发明内容
因此，本发明的任务是进一步减轻组件的车辆内部空间的负担，并且同时保证或甚至改善轮毂驱动***的功能和效率。 
该任务通过开头所述类型的轮毂驱动***以如下方式解决，即，能由轴向上附着在定子旁的变流器壳体中布置的变流器来产生交流电。 
根据本发明，轮毂驱动***具有能布置在轮辋中的电动马达。为此，设置有安装到轮子轴承上的电动马达。为此，将电动马达径向上布置在轮子轴承和轮辋之间。 
电动马达借助至少间接与轮毂连接的转子和固定的、能以交流电来加载的定子构成。转子在此能够间接地或者直接地与轮毂连接。如果两者直接连接，那么转子和轮毂相互碰触。在间接连接时，两者通过至少一个其它的元件，例如转子架相互连接。在此，可以通过螺栓或者类似的附着机构来确保连接力。作为代替，除了力锁合（kraftschlüssig）的或形状锁合（formschlüssig）的连接以外还可以考虑材料锁合（materialschlüssig）的连接，例如焊缝。 
根据本发明，能由轴向上附着在定子旁的变流器壳体中布置的变流器来产生交流电。变流器的任务是将用作驱动件的能源的车辆电池的直流电转换成多相的交流电。通常使用三相交流电。 
以有利的方式，定子轴向上布置在轮辋的轮辋面板和变流器壳体之间。作为轮辋面板的代替也可以轴向于定子地布置有轮辐，或者为 了节约材料或为了视觉效果的原因，轮辋面板可以具有一个或多个开口。以有利的方式，由此也能够改善轮辋的视觉效果。轮辐或者轮辋面板是轮辋的组成部分，它们与圆柱形的轮辋带连接。 
在一种有利的实施方式中，变流器壳体附着在定子上或者附着在定子也附着于其上的第一构件上。重要的是将定子尽可能靠近变流器壳体地布置，因为只需要用多相的电线来桥接很短的路段。以这种方式，轮毂驱动件具有很好的电磁兼容性（EMV），因为不必通过车辆来引导交流电线。变流器壳体还能够额外地对外屏蔽交流电线。为此，变流器壳体可以部分地或者全部地由例如像铝这样的金属构成。 
第一构件优选地是定子板、制动器底板或者类似的板。为了确保定子和变流器壳体之间如所期望那样地接近，理想情况下使用作为共同的附着装置的第一构件。与此同时，这就省去了使用第二个保持板。以有利的方式，变流器壳体附着在定子板上，该定子板被设计用于保持定子。 
优选地，变流器壳体至少部分地径向上布置在轮辋之内。在理想情况下，变流器壳体由轮辋，或者说由轮辋带径向地完全包围，因此产生了许多例如用于布置控制臂的构造空间。因此，轮毂驱动件不仅仅局限在非导向的车轮上或者刚性的车桥结构上。 
在一种有利的实施方式中，接触件从变流器壳体或者从定子的线圈体中伸出并且能电接触地***和/或拧紧到变流器壳体中或者定子的线圈体中。因此，定子和变流器壳体构成插式连接，其中，定子可以构成插头且变流器壳体构成插座，或者反之亦然。这有利于安装并让交流电缆成为多余，这是因为与电相位对应的接触件能实施为固定的导体端部。 
除了电联接，还可以有一条冷却剂导管或者多条冷却剂导管从变 流器壳体导向定子，借此能够使共同地冷却或者说共同的冷却回路成为可能。插式连接可以通过能相互***的导管或者以类似的方式得以实现。 
线圈体理解为定子的构件，其包含或具有电动马达的固定的线圈绕组。此外，至少一个冷却元件属于定子，所述冷却元件具有用于冷却流体的冷却通道且适合冷却线圈体。 
在一种有利的实施方式中，接触件销形地构造并在为了运行而进行接触时穿过定子板、制动器底板或者类似的板。因此，插式连接也对定子和变流器壳体的附着或定位有帮助，此外还可以通过定子和变流器壳体来实现接触件的屏蔽。 
以有利的方式，变流器壳体密封地贴靠在线圈体上、定子的冷却元件上、制动器底板上、定子板上和/或类似的板上。 
优选地，制动器底板承载摩擦制动器的，特别是盘式制动器或鼓式制动器的至少一个组成部分。制动器底板除了承载摩擦制动器以外还承载定子和具有变流器的变流器壳体。因此，制动面板承担至少三种功能。 
制动作用或加速作用分别将转矩引发到制动器底板中，制动器底板因此必须以如下方式坚硬地设计，即，使它能够承受这些转矩，而在此不会塑性地变形或者以如下方式弹性地变形，即，使得轮毂驱动件的其它构件受损。 
在一种有利的实施方式中，摩擦制动器的组成部分是制动缸或制动钳。 
在鼓式制动器中，制动器底板至少保持制动缸并且在必要时还保 持含有用于触发制动器的液压流体的输送管道。在此，制动缸布置在鼓之内并且在触发液压***时将一个摩擦面或两个摩擦面压到鼓的内侧上。 
在盘式制动器中，制动器底板承载至少一个制动钳，所述制动钳确保将制动颚板压到旋转的制动盘上。 
在一种有利的实施方式中，驱控电子件也布置在电动马达附近，理想情况下布置在轮辋之内或部分地布置在轮辋之内，该轮辋还控制着摩擦制动器和发电机式制动器之间的协作。以这种方式能够改善制动的有效性，这是因为发电机式制动器的响应时间显著地较短，因为它不必追溯到通过CAN总线（控制器局域网络，Controller Area Network）进行的最初通信。 
CAN总线使每个传感器的信息都能由所有的控制器使用，而不允许控制器之间的信息差异，因此必须以较长的通信时间为代价。因此，发给摩擦制动器的控制信号由于传统的CAN总线通信而没有以特殊的方式加速。因此，能够在时间上提前于摩擦制动器地来触发发电机式制动器，因此之后所使用的摩擦制动器在大部分情况下仅产生待提供的制动效果的一小部分。对于大多数的制动，电动马达具备所需要的功率用以100%地承担所需要的制动力矩，然而平均60%到90%的制动功率由电动马达提供且只有剩下的10%到40%才由摩擦制动器提供。因此，摩擦制动器在电动马达之内的几何延展特别是它的径向延展可以较小并且可以为电动马达和变流器提供较多的构造空间。 
此外，除了响应时间以外，还可以通过电动马达的驱控电子件以如下方式来改善调节性能，即，不仅驱控电子件而且摩擦制动器都通过CAN总线来获得控制信号，然而可以在摩擦制动器触发之前、期间和/或之后来触发电动马达的驱控电子件。 
本发明的其它有利的构造方案和优选的改进方案从附图说明和/或从属权利要求中获得。 
附图说明
下面借助在附图中所示出的实施例来更详尽地说明并阐述本发明。其中： 
图1是布置在车轮之内的轮毂驱动***的沿着驱动轴剖开的视图，以及 
图2是车轮内的轮毂驱动***的从车辆侧观察的视图。 
具体实施方式
图1示出布置在车轮内的轮毂驱动***的沿着驱动轴剖开的视图。 
轮毂马达径向上布置在车轮之内，其中，轮胎11套在轮辋24上，轮辋24是所谓的半表面轮辋布置，它能提供特别多的径向的和轴向的马达空间，因为轮辋面板由钢制成并且几乎构成盘式形状的轮辋面板直接安放在轮辋凸缘32下方。 
定子由具有冷却通道23的冷却元件27构成，这些冷却通道以冷却流体，特别是水或水与乙二醇的混合物来加载。径向上在冷却元件27之内布置有线圈体12，该线圈体含有一定数量的线圈，或者说它们的绕组。 
因为转子19径向上布置在定子之内，所以轮毂马达是所谓的内转子式装置。 
定子27、12用螺栓连接到定子板13上，并且由定子板保持在它的位置上，从而到转子19的径向间距在周向方向上并且在运行时都保持不变。定子板13附着在车轮轴承的轴颈18上，但是此外还承载鼓 式制动器的制动缸16，该制动缸包含压力加载接口15和用于液压驱控的制动缸16的排气装置14，这两者都能从车辆侧访问。 
因此，定子板13也是制动器底板13，或者说具有它的功能。制动缸16以及所属的制动鼓20都布置在定子之内并且也布置在转子19之内。 
受驱动的轮毂17由通过定子的变换的磁场而运动的转子19来驱动。驱动力通过转子架21传递到轮毂17上。 
变流器壳体10在内室22中包含变流器的未画出的功率电子件。功率电子件轴向上安装在定子的附近。为此，变流器壳体10附着在制动器底板13上并且借助密封件26相对于冷却元件27和制动器底板13密封。 
以有利的方式，密封件26由导电的材料制成，或者它的材料用可导电的层来涂覆。因此，改善了EM兼容性（EMV），因为由此能够改善屏蔽。 
此外，还可以用所提到的材料制造其他的静态的或动态的密封件，从而改善其它部位的屏蔽。这种屏蔽形式之所以成为可能，是因为基于变流器与线圈体12的可插接性或可拧紧性而不再需要交流电缆线路。 
轮毂驱动***不仅可以设计成用于安装到扭杆梁式车桥（Verbundlenkerachse）上的轮毂驱动单元，还可以设计成用于传统的控制臂悬架或单轮悬挂***中的轮毂驱动单元。为此，只需要适配车轮轴承和制动器底板13。例如如果必须在制动器底板上设计与控制臂的连接部，则该制动器底板因此还要承担车轮支架的任务。 
定子和转子19构成内部运转的、永磁激励的同步马达的主要组成部分，该同步马达的功率密度和力矩密度非常高。 
图2示出车轮中的轮毂驱动***的从车辆侧来观察的视图。 
在沿着线S截取时，就得到图1的视图。 
具有轮毂驱动***的车轮以如下方式定向，即，使未画出的路面位于图2的下部分区域中。换句话说，变流器壳体10朝上地定向并径向上位于制动缸16的排气装置14之外。 
变流器壳体10在两个周向方向上进一步延伸，以便容纳其它的组件，例如驱控电子件。 
轮毂驱动***以如下方式实施，即，冷却接口28、用于直流电、CAN和供应电压（12伏）的电缆接口29以及连锁回路都尽可能靠近地从***向外伸。因此同样能够特别简单地在车辆内布置电缆和软管。 
也如在传统的车辆中那样，制动线路15、手制动拉索33和必要时用于独立的ABS传感器的电缆都从轮毂驱动***中向外伸。 
通过车轮选择性的力矩调节而使转矩矢量控制功能成为可能。同样地，ABS功能必要时可以由电动马达至少部分地承担。 
总而言之，本发明涉及一种具有能布置在轮辋之内的电动马达的轮毂驱动***，其中，电动马达借助至少间接与轮毂连接的转子和固定的、能以交流电来加载的定子构成。为了达到为乘客提供更多空间的目的而建议将变流器以及其整个的功率电子件都布置在定子上，从而能够用车辆的电池的直流电来运行轮毂驱动***，或者说在车辆内不必铺设交流电缆线路。因此，由轴向上附着在定子旁的变流器壳体 中布置的变流器来产生交流电。 
附图标记列表 
10  变流器壳体 
11  轮胎 
12  定子 
13  制动器底板 
14  排气装置 
15  压力加载接口 
16  制动缸 
17  轮毂 
18  轴颈 
19  转子 
20  制动鼓 
21  转子架 
22  内室 
23  冷却通道 
24  轮辋 
25  轮辋面板 
26  密封环 
27  冷却元件 
28  冷却接口 
28  电缆接口 
30  内置的螺栓 
31  外置的螺栓 
32  轮辋凸缘 
33  手制动拉索 
S   线 。

Claims (10)

1.具有能布置在轮辋（24）之内的电动马达的轮毂驱动***，其中，所述电动马达借助至少间接与轮毂（17）连接的转子（19）和固定的、能以交流电来加载的定子（12、27）构成，其特征在于，能由轴向上附着在所述定子（12、27）旁的变流器壳体（10）中布置的变流器（22）来产生交流电。
2.按照权利要求1所述的***，其中，所述定子（12、27）轴向上布置在所述轮辋（24）的轮辋面板（25）和所述变流器壳体（10）之间。
3.按照权利要求1或2所述的***，其中，所述变流器壳体（10）附着在所述定子（12、27）上或者附着在所述定子（12、27）也附着在其上的第一构件（13）上。
4.按照权利要求3所述的***，其中，所述第一构件（13）是定子板（13）、制动器底板（13）或者类似的板。
5.按照以上权利要求中任一项所述的***，其中，所述变流器壳体（10）至少部分地径向上布置在所述轮辋（24）之内。
6.按照以上权利要求中任一项所述的***，其中，从所述变流器壳体（10）或者从所述定子（12、27）的线圈体（12）中向外伸出的接触件能电接触地***和/或拧紧到所述定子（12、27）的线圈体（12）中或者所述变流器壳体（10）中。
7.按照权利要求6所述的***，其中，所述接触件销形地构造并且在为了运行而进行接触时穿过所述定子板（13）、所述制动器底板（13）或者类似的板。
8.按照以上权利要求中任一项所述的***，其中，所述变流器壳体（22）密封地贴靠在所述线圈体（12）上、所述定子（12、27）的冷却元件（27）上、所述制动器底板（13）上、所述定子板（13）上和/或类似的板上。
9.按照权利要求4所述的***，其中，所述制动器底板（13）承载摩擦制动器的，特别是盘式制动器、楔式制动器或鼓式制动器的至少一个组成部分（14、15、16）。
10.按照权利要求9所述的***，其中，所述摩擦制动器的组成部分（14、15、16）是制动缸（16）或制动钳。
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WO2013026659A3 (de) 2013-07-18
CN104024015B (zh) 2017-06-13
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WO2013026659A2 (de) 2013-02-28
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