CN210257969U - Wheel edge driving assembly based on sprung mass - Google Patents
Wheel edge driving assembly based on sprung mass Download PDFInfo
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- CN210257969U CN210257969U CN201921264177.7U CN201921264177U CN210257969U CN 210257969 U CN210257969 U CN 210257969U CN 201921264177 U CN201921264177 U CN 201921264177U CN 210257969 U CN210257969 U CN 210257969U
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Abstract
A wheel edge driving assembly based on sprung mass comprises a distributed driving system, a driving system and a driving system, wherein the distributed driving system comprises motors and speed changers, the motors and the speed changers are respectively arranged in a bilateral symmetry manner and are integrally and fixedly arranged on a frame, and the motors are connected with the input end of the speed changers; one end of the half shaft is connected with the wheel rim, and the other end of the half shaft is connected with the output end of the transmission; the steering system comprises a steering machine fixedly arranged on the frame, and the steering machine is in transmission connection with the rim to control the steering of the rim; the suspension system comprises an upper A arm, a lower A arm and a main pin, wherein one end of the upper A arm is connected with the frame, the other end of the upper A arm is connected with the upper end of the main pin, one end of the lower A arm is connected with the frame, the other end of the lower A arm is connected with the lower end of the main pin, and the main pin is connected with a rim. The utility model discloses an optimal design improves the drive assembly into arranging on the spring, has greatly optimized unsprung mass, improves whole car and has controlled stability, travelling comfort, and the impact on road surface transmits the drive assembly again through suspension system's effect, has improved the reliability, still promotes whole car dynamic nature in addition.
Description
Technical Field
The utility model relates to a especially indicate a wheel limit drive assembly based on sprung mass.
Background
Most of the current wheel edge driving assemblies are schemes of arranging driving assemblies at wheel ends under springs, the operation stability and the comfort are poor, the occupied wheel edge space of the existing wheel edge driving schemes under springs is large, the steering space of tires is limited, the existing wheel edge driving schemes are mostly motors matched with speed reducer mechanisms, and the dynamic property is slightly poor.
Although some solutions have been developed to arrange the drive assembly in a sprung manner and some wheel-side drive solutions have employed an electric motor-matched transmission with the advance of the technology, the optimization performance is poor and cannot be matched with the vehicle suspension, so that the desired results are not always achieved.
SUMMERY OF THE UTILITY MODEL
The utility model provides a wheel limit drive assembly based on sprung mass, its main aim at overcomes foretell defect.
In order to solve the technical problem, the utility model adopts the following technical scheme:
a sprung mass based wheel-side drive assembly includes
The distributed driving system comprises a motor and a transmission, wherein the motor and the transmission are fixedly arranged on the frame, and the motor is connected with the input end of the transmission; the transmission comprises one or more combined integration of a speed changing mechanism and a speed reducing mechanism;
the half shaft is connected with the rim at one end and connected with the output end of the transmission at the other end;
the steering system comprises a steering machine fixedly arranged on the frame, and the steering machine is in transmission connection with the rim to control the steering of the rim;
the suspension system comprises an upper A arm, a lower A arm and a main pin, wherein one end of the upper A arm is connected with the frame, the other end of the upper A arm is connected with the upper end of the main pin, one end of the lower A arm is connected with the frame, the other end of the lower A arm is connected with the lower end of the main pin, and the main pin is connected with the rim.
Further, the half shaft is connected with the wheel rim through a ball cage.
Further, the speed change mechanism is a two-gear, three-gear, four-gear, five-gear or six-gear speed change mechanism.
Furthermore, the speed reducing mechanism is a first-stage, second-stage, third-stage, fourth-stage, fifth-stage or sixth-stage speed reducing mechanism.
Further, the speed change mechanism is a parallel shaft type speed change mechanism or a rotating shaft type speed change mechanism.
Furthermore, the motors and the speed changers are respectively arranged in two groups and are integrally and fixedly arranged on the frame in a bilateral symmetry mode.
Furthermore, the cantilever system further comprises a shock absorber and a damper, one end of the shock absorber is connected with the upper arm A, the other end of the shock absorber is connected with the frame, one end of the damper is connected with the lower arm A, and the other end of the damper is connected with the frame.
Furthermore, the steering system further comprises a steering knuckle and a steering pull rod, one end of the steering pull rod is connected with the output end of the steering engine, the other end of the steering pull rod is connected with the steering knuckle, and the steering knuckle is fixedly connected with the rim.
Compared with the prior art, the utility model discloses the beneficial effect who produces lies in:
the utility model discloses simple structure, practicality are strong, through the optimal design with traditional drive assembly based on under the spring improve to arrange on the spring, greatly optimized unsprung mass, improve whole car operation stability, travelling comfort, and the impact on road surface is transmitted to drive assembly again through the effect of suspension system, improved the reliability; the scheme that a motor is matched with a speed changer is adopted, so that the dynamic property of the whole vehicle is improved; on the basis, the utility model also has the advantages that the driving wheel has the steering function (all-wheel steering) and effectively reduces the turning radius; meanwhile, the situation that the steering angle is too small due to interference of the driving wheel with other parts during steering can be avoided by adopting the double-cross-arm independent suspension.
Drawings
Fig. 1 is a schematic structural diagram of the distributed driving system according to the present invention.
Fig. 2 is a schematic diagram of the structure of the middle chassis assembly of the present invention.
Detailed Description
The following describes embodiments of the present invention with reference to the drawings.
Refer to fig. 1 and 2. A sprung mass based wheel-side drive assembly includes
The distributed driving system 1 comprises a motor 11 and a transmission 12, wherein the motor 11 and the transmission 12 are fixedly arranged on the frame 2, and the motor 11 is connected with an input end 120 of the transmission 12; the transmission comprises one or more combined integration of a speed change mechanism 124 and a speed reduction mechanism (122, 123);
a half shaft 3, one end of which is connected with the rim 4 and the other end of which is connected with the output end 121 of the transmission 12;
the steering system 5 comprises a steering machine 51 fixedly arranged on the frame 2, and the steering machine 51 is in transmission connection with the rim 4 to control the steering of the rim 4;
the suspension system 6 comprises an upper A arm 61, a lower A arm 62 and a main pin 63, wherein one end of the upper A arm 61 is connected with the frame 2, the other end of the upper A arm is connected with the upper end of the main pin 63, one end of the lower A arm 62 is connected with the frame 2, the other end of the lower A arm is connected with the lower end of the main pin 63, and the main pin 63 is connected with the rim 4.
The utility model discloses an optimization design improves traditional drive assembly based on under the spring to arrange on the spring, has greatly optimized the unsprung mass, improves whole car behaviour stability, travelling comfort, and the impact on road surface is transmitted to drive assembly again through the effect of suspension system, has improved the reliability; the scheme that a motor is matched with a speed changer is adopted, so that the dynamic property of the whole vehicle is improved; on the basis, the utility model also has the advantages that the driving wheel has the steering function (all-wheel steering) and effectively reduces the turning radius; meanwhile, the situation that the steering angle is too small due to interference of the driving wheel with other parts during steering can be avoided by adopting the double-cross-arm independent suspension.
Refer to fig. 1 and 2.
The axle shaft 3 is connected to the rim 4 by a ball cage 31.
The motors 11 and the speed changers 12 are respectively arranged in two groups and are integrally and fixedly arranged on the frame in a bilateral symmetry mode.
The transmission 12 may include only the shifting mechanism or only the speed reducing mechanism, or may include a combination of the shifting mechanism and the speed reducing mechanism. The speed change mechanism can be various speed change mechanisms such as two-gear, three-gear, four-gear, five-gear or six-gear, and the speed reduction mechanism can be various speed reduction mechanisms such as first-stage, second-stage, third-stage, fourth-stage, fifth-stage or six-stage.
In this embodiment, as shown in fig. 1. The transmission 12 includes a primary speed reduction mechanism 122, a secondary speed reduction mechanism 123, and a speed change mechanism 124, and the power of the motor 11 is transmitted to the primary speed reduction mechanism 122, the secondary speed reduction mechanism 123, and the speed change mechanism 124 in this order. The motor 11 is connected to the input end 120 of the transmission 12, that is, the motor 11 in this embodiment is connected to the first-stage speed reduction mechanism 122; the half shaft 3 is connected to the output end 121 of the transmission 12, that is, the half shaft 3 is connected to the speed change mechanism 124 in the present embodiment.
In addition, in the present embodiment, the speed change mechanism 124 may be a parallel shaft type speed change mechanism or a rotary shaft type speed change mechanism. The variator 124 employed is a two-speed variator. The two-speed gear shift mechanism includes a first shaft 1241, a middle shaft 1242, a second shaft 1243 and a synchronizer 1244, wherein the first shaft 1241 is connected to the second-stage reduction mechanism 123, and the second shaft 1243 is connected to the half shaft 3. The synchronizer 1244 is pushed to move left and right by a shifting mechanism (not shown) to realize a two-gear shifting function.
The intermediate shaft 1242 carries two gears, whose functions are mainly: the gear is meshed with the gears on the first shaft and the second shaft respectively to realize the conversion of the speed ratio; the intermediate shaft is supported by bearings at two ends, and the gear on the intermediate shaft and the intermediate shaft can not rotate relatively and are integrated.
Refer to fig. 1 and 2. The suspension arm system 6 further comprises a shock absorber 64 and a damper 65, one end of the shock absorber 64 is connected with the upper a arm 61, the other end is connected with the frame 2, one end of the damper 65 is connected with the lower a arm 62, and the other end is connected with the frame 2. The specific installation is as follows: one end of the damper 65 is hinged with the lower A arm 62, and the other end is hinged with the frame 2; the outer ends of the upper A arm 61 and the lower A arm 62 are respectively hinged with the upper end and the lower end of the main pin 63, and the inner ends are respectively hinged with the frame 2.
Refer to fig. 1 and 2. The steering system 5 further comprises a steering knuckle 52 and a steering pull rod 53, one end of the steering pull rod 53 is connected with the output end of the steering engine 51, the other end of the steering pull rod 53 is connected with the steering knuckle 52, and the steering knuckle 52 is fixedly connected with the rim 4. The specific installation is as follows: the output end of the steering gear 51 is hinged with one end of a steering pull rod 53, and the other end of the steering pull rod 53 is hinged with a steering knuckle 52.
Further, refer to fig. 1 and 2. The utility model provides a cantilever system 6, semi-axis 3, knuckle 52, steering linkage 53 also are two sets of to symmetrical arrangement.
The above-mentioned specific embodiments further illustrate the purpose, technical solution and effect that reaches of the present invention in detail, but are not to the technical scope of the present invention is limited, so the present invention is in the spirit and principle of the present invention, and any modification should be included in the protection scope of the present invention, for example: modifying the number of stages of the speed reducing mechanism, modifying the form of the speed reducing mechanism, modifying the gear number of the speed changing mechanism, modifying the form of the speed changing mechanism (changing into a rotating shaft type speed changing mechanism such as a planetary gear mechanism and the like), and the like.
Claims (8)
1. A wheel limit drive assembly based on sprung mass which characterized in that: comprises that
The distributed driving system comprises a motor and a transmission, wherein the motor and the transmission are fixedly arranged on the frame, and the motor is connected with the input end of the transmission; the transmission comprises one or more combined integration of a speed changing mechanism and a speed reducing mechanism;
the half shaft is connected with the rim at one end and connected with the output end of the transmission at the other end;
the steering system comprises a steering machine fixedly arranged on the frame, and the steering machine is in transmission connection with the rim to control the steering of the rim;
the suspension system comprises an upper A arm, a lower A arm and a main pin, wherein one end of the upper A arm is connected with the frame, the other end of the upper A arm is connected with the upper end of the main pin, one end of the lower A arm is connected with the frame, the other end of the lower A arm is connected with the lower end of the main pin, and the main pin is connected with the rim.
2. A sprung mass based wheel drive assembly as defined in claim 1, wherein: the half shaft is connected with the wheel rim through a ball cage.
3. A sprung mass based wheel drive assembly as defined in claim 1, wherein: the speed change mechanism is a two-gear, three-gear, four-gear, five-gear or six-gear speed change mechanism.
4. A sprung mass based wheel drive assembly as defined in claim 1, wherein: the speed reducing mechanism is a first-stage, second-stage, third-stage, fourth-stage, fifth-stage or sixth-stage speed reducing mechanism.
5. A sprung mass based wheel drive assembly as defined in claim 1, wherein: the speed change mechanism is a parallel shaft type speed change mechanism or a rotating shaft type speed change mechanism.
6. A sprung mass based wheel drive assembly as defined in claim 1, wherein: the motor and the speed changer are respectively arranged in two groups and are integrally and fixedly arranged on the frame in a bilateral symmetry way.
7. A sprung mass based wheel drive assembly as defined in claim 1, wherein: the suspension system further comprises a shock absorber and a damper, one end of the shock absorber is connected with the upper arm A, the other end of the shock absorber is connected with the vehicle frame, one end of the damper is connected with the lower arm A, and the other end of the damper is connected with the vehicle frame.
8. A sprung mass based wheel drive assembly as defined in claim 1, wherein: the steering system further comprises a steering knuckle and a steering pull rod, one end of the steering pull rod is connected with the output end of the steering engine, the other end of the steering pull rod is connected with the steering knuckle, and the steering knuckle is fixedly connected with the rim.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921264177.7U CN210257969U (en) | 2019-08-06 | 2019-08-06 | Wheel edge driving assembly based on sprung mass |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921264177.7U CN210257969U (en) | 2019-08-06 | 2019-08-06 | Wheel edge driving assembly based on sprung mass |
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| CN210257969U true CN210257969U (en) | 2020-04-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201921264177.7U Active CN210257969U (en) | 2019-08-06 | 2019-08-06 | Wheel edge driving assembly based on sprung mass |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110293831A (en) * | 2019-08-06 | 2019-10-01 | 厦门金龙联合汽车工业有限公司 | A kind of Direct wheel drives assembly based on sprung mass |
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2019
- 2019-08-06 CN CN201921264177.7U patent/CN210257969U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110293831A (en) * | 2019-08-06 | 2019-10-01 | 厦门金龙联合汽车工业有限公司 | A kind of Direct wheel drives assembly based on sprung mass |
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