WO2015165302A1 - 一种用于车辆的整体式转向驱动桥和电动车辆 - Google Patents

一种用于车辆的整体式转向驱动桥和电动车辆 Download PDF

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Publication number
WO2015165302A1
WO2015165302A1 PCT/CN2015/073714 CN2015073714W WO2015165302A1 WO 2015165302 A1 WO2015165302 A1 WO 2015165302A1 CN 2015073714 W CN2015073714 W CN 2015073714W WO 2015165302 A1 WO2015165302 A1 WO 2015165302A1
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WIPO (PCT)
Prior art keywords
drive
steering
motor
drive motor
corresponding wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2015/073714
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English (en)
French (fr)
Inventor
李书福
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Zhejiang Geely Automobile Research Institute Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to EP15786439.8A priority Critical patent/EP3138718B1/en
Priority to PL15786439T priority patent/PL3138718T3/pl
Priority to JP2016564250A priority patent/JP6279102B2/ja
Priority to US15/307,547 priority patent/US10071627B2/en
Priority to ES15786439.8T priority patent/ES2674161T3/es
Publication of WO2015165302A1 publication Critical patent/WO2015165302A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/14—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing the motor of fluid or electric gearing being disposed in, or adjacent to, traction wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/30—Arrangement or mounting of transmissions in vehicles the ultimate propulsive elements, e.g. ground wheels, being steerable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/30—Arrangement or mounting of transmissions in vehicles the ultimate propulsive elements, e.g. ground wheels, being steerable
    • B60K17/306—Arrangement or mounting of transmissions in vehicles the ultimate propulsive elements, e.g. ground wheels, being steerable with a universal joint in the axis of the steering knuckle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to the electric vehicle industry, and more particularly to an integral steering axle and an electric vehicle.
  • Existing electric vehicles typically have two transaxles, each for driving a pair of wheels on either side of the vehicle.
  • Each of the transaxles accepts a driving force from a drive motor disposed at the front or rear of the vehicle.
  • the electric vehicle can implement a front drive, a rear drive or a four drive depending on the number and position of the drive axles driven by the drive motor.
  • the chassis For vehicles with a large carrying capacity, such as large or heavy passenger cars or trucks, the chassis usually has more drive axles, for example generally consisting of four axles, six axles or eight axles.
  • the driving structure of such a vehicle is complicated, and it is difficult to implement the corresponding eight-wheel drive, twelve-drive or six-drive.
  • a power system of a series hybrid vehicle is provided in Chinese Patent Application No. 201310467918.2, to which the applicant has filed.
  • the power system allows the use of alternative fuels with lower energy density instead of conventional gasoline or diesel, and allows the engine in the auxiliary power unit to operate in areas with low fuel consumption and low emissions, effectively reducing emissions and improving emissions.
  • the fuel economy makes up for the relatively low energy conversion efficiency of the series hybrid vehicle power system.
  • the power system can flexibly set an appropriate number of engines for combination use as needed. Thus, by using a sufficient number of engines in combination, it is possible to provide sufficient power with a low-cost fuel sufficient for a large-capacity vehicle such as a truck, thereby providing a possibility for such a vehicle to be electrically driven.
  • a drive motor is used to drive the wheels on both sides of one axle, which is not conducive to the flexibility of electric vehicle control.
  • Existing electric vehicles also have a hub motor, but they are costly and are currently only used for small-capacity vehicles such as family vehicles due to limitations in the power provided.
  • an integral steering axle for a vehicle for mounting two wheels on each side thereof and driving the wheels for rotation and steering, including: a generally rigid bridge, It can be arranged to extend between the two wheels in the transverse direction of the vehicle; two sets of motor drive systems mounted at the bridge, each set of motor drive systems being capable of independently driving the two of the wheels A corresponding wheel rotates and turns.
  • Each set of motor drive systems includes: a first drive motor disposed separately from the corresponding wheel; a first transmission mechanism disposed between the first drive motor and the corresponding wheel for using the first drive An output power of the motor is transmitted to the corresponding wheel to drive the corresponding wheel to rotate; and a second drive motor is provided to provide the corresponding wheel with steering power required for steering.
  • the first transmission mechanism includes: a speed reducer for transmitting output power of the first driving motor, and outputting a reduced rotation speed compared to a rotation speed of a rotating shaft of the first driving motor.
  • the first drive motor is arranged such that a rotational axis of its rotational axis extends in a lateral direction of the vehicle.
  • the first transmission mechanism of the vehicle further includes: a half shaft for transmitting output power of the first driving motor to the corresponding wheel; wherein all or a part of the half shaft is configured to be capable of The steering of the wheel oscillates.
  • axle shaft includes a first portion and a second portion that are connected via a universal joint drive; wherein the first portion is configured to be swingable with steering of the wheel, and the second portion is configured by the first The rotating shaft of the drive motor is formed.
  • each motor drive system further includes a second transmission mechanism installed at the bridge, the second transmission mechanism being disposed between the second drive motor and the corresponding wheel for the second drive The output power of the motor is transmitted to the corresponding wheel to drive the corresponding wheel for steering.
  • the bridge is formed in the form of a hollow axle housing.
  • the first driving motor is disposed inside the hollow axle housing
  • the second driving motor is also disposed inside the hollow axle housing;
  • At least a portion of the first transmission mechanism is also disposed inside the hollow axle housing.
  • an electric vehicle including a plurality of axles, at least one of which is the aforementioned integral steering axle.
  • each of the plurality of axles employs the integral steering axle.
  • the number of the plurality of axles is at least three, and optionally, the number of the plurality of axles is at least four.
  • the invention installs two sets of motor drive systems independently driving the two sides of the wheel on the integral steering drive axle, respectively for controlling the steering and rotation of the corresponding wheel, thereby improving the control flexibility of the vehicle and realizing independent driving of each wheel and Independent steering.
  • the integral steering axle of the present invention is particularly suitable for use in large carrying vehicles such as large or heavy passenger cars or vans.
  • the integral steering axle is also particularly suitable for retrofitting an existing fuel-engine powered axle into a motor-driven axle.
  • the motor drive system for driving the corresponding wheel of the present invention adopts a pre-assembled manner to form a modular structure with the bridge, which facilitates and simplifies the axle installation of the vehicle.
  • FIG. 1 is a schematic structural view of an integrated steering axle according to an embodiment of the present invention.
  • FIG. 2 is a schematic structural view of an integral steering axle according to an embodiment of the present invention, wherein the bridge is a hollow casing;
  • FIG. 3 is a schematic structural view of an integral steering axle according to an embodiment of the present invention, in which only a first driving motor and a first transmission system are installed in a bridge of a hollow axle housing;
  • FIG. 4 is a schematic structural view of an integral steering axle according to an embodiment of the present invention, wherein a motor drive system is mounted on a rigid solid bridge;
  • Fig. 5 is a structural schematic view showing the rotation axis of the first drive motor and the torque direction of the corresponding wheel in one embodiment of the present invention.
  • FIGS 1-5 illustrate structural views of various embodiments of an integrated steering axle 100 in accordance with the present invention, respectively.
  • the integral steering axle 100 is generally used to mount two wheels 130 on each side thereof and drive the wheels 130 for rotation and steering. It should be noted that it is shown in the drawing The resulting wheel 130 is only its hub portion.
  • the integrated steering axle 100 can include a generally rigid bridge 120 that can be arranged to extend between two wheels 130 in the transverse direction of the vehicle. Two sets of motor drive systems 110 can be mounted at the bridge 120, and each set of motor drive systems 110 can independently drive one of the two wheels 130 for rotation and steering.
  • Each set of motor drive systems 110 is disposed adjacent its corresponding wheel 130 and may include a first drive motor 150, a first drive mechanism 160, and a second drive motor 170.
  • the first drive motor 150 is disposed separately from the corresponding wheel 130, that is, any part of the first drive motor 150 does not belong to the wheel 130, which is significantly different from the prior art hub motor, but can be conventional.
  • the first transmission mechanism 160 may be disposed between the first driving motor 150 and the corresponding wheel 130 for transmitting the output power of the first driving motor 150 to the corresponding wheel 130 to drive the corresponding wheel 130 to rotate, thereby causing the vehicle to advance or Back.
  • the second drive motor 170 can provide the corresponding wheel 130 with the steering power required to make the steering to drive the wheel 130 to deflect relative to the direction of travel of the vehicle.
  • the integrated steering axle 100 integrates two sets of motor drive systems 110 on one axle for steering and rotation of two corresponding wheels 130, respectively.
  • the two sets of motor drive systems 110 can operate independently of one another to achieve independent control of the two corresponding wheels 130 such that the two wheels 130 can each independently rotate and steer.
  • the first transmission mechanism 160 may also include a speed reducer 163 for transmitting the output power of the first drive motor 150.
  • the speed reducer 163 can output a reduced rotational speed compared to the rotational speed of the rotational shaft 151 of the first drive motor 150 to increase the torque while reducing the rotational speed.
  • the first drive motor 150 is arranged such that the axis of rotation of its axis of rotation 151 extends in the lateral direction of the vehicle, that is, substantially parallel to the bridge 120.
  • the torque output direction of the rotation shaft 151 of the first drive motor 150 is the same as the torque direction required to drive the rotation of the corresponding wheel 130, so that the rotation shaft of the first drive motor 150 can be not changed by the speed reducer 163.
  • the speed reducer 163 only assumes the effect of reducing the rotational speed, which can be realized simply by a reduction gear set composed of a plurality of parallel gears.
  • the first drive motor 150 thus arranged facilitates reducing the overall lateral dimension of the integral steering axle 100.
  • the rotating shaft 151 of the first driving motor 150 is coaxially arranged with a half shaft 161 to be described later.
  • the first driving motor 150 The rotating shaft 151 is parallel to the half shaft 161 but is arranged in a staggered manner, and the torque is converted by the speed reducer 163 in the middle.
  • the first drive motor 150 is arranged such that the axis of rotation of its axis of rotation 151 extends in the longitudinal direction of the vehicle, which is similar to the longitudinal drive commonly found in the drive trains of existing vehicles.
  • the speed reducer 163 may adopt a structure similar to that of the existing speed reducer, for example, by a bevel gear pair that is vertically arranged to each other.
  • the speed reducer 163 can directly transmit the torque of the rotating shaft 151 of the first drive motor 150, and can also change the direction of the torque.
  • the first drive motor 150 thus arranged is more advantageous for retrofitting existing axles.
  • the first transmission mechanism 160 may also include a half shaft 161 for transmitting the output power of the first drive motor 150 to the corresponding wheel 130.
  • the half shaft 161 may have a substantially similar structure to the half shaft of the existing vehicle, but it is apparent that in the present invention, since each of the half shafts 161 is directly driven by a first drive motor 150 disposed in the vicinity thereof, A drive shaft is used to drive the two opposite half shafts as in the prior art, so that by arranging the position of the first drive motor 150 closer to the corresponding wheel 130, the length of the half shaft 161 can be made longer than Some conventional half shafts are shorter in length.
  • the half shaft 161 can include a first portion and a second portion that are drivingly coupled by a universal joint 162 (typically a constant velocity joint).
  • a universal joint 162 typically a constant velocity joint
  • the first portion and the second portion are respectively a half shaft 161.
  • the first portion of the half shaft 161 is configured to be swingable with the steering of the corresponding wheel 130, while the second portion of the half shaft 161 can be held to be only rotatable.
  • the specific half-shaft structure can also refer to the semi-axle structure of the fuel-powered steering axle in the prior art.
  • the rotational shaft 151 of the first drive motor 150 is coaxially arranged with the half shaft 161 to be described later, in which case, although not shown in the drawings It is shown, but it is contemplated that the rotational axis 151 of the first drive motor 150 may extend further toward the universal joint 162, or may even be formed directly or as the half shaft of the rotational shaft 151 of the first drive motor 150.
  • the half shaft 161 is formed only by the left side portion of the universal joint 162, so that the entire half shaft 161 is disposed to be swingable corresponding to the steering of the corresponding wheel 130.
  • the motor drive system 110 can also include a second transmission mechanism 180 mounted at the bridge 120.
  • the second transmission mechanism 180 is disposed between the second driving motor 170 and the corresponding wheel 130 for transmitting the output power of the second driving motor 170 to the corresponding wheel 130 to drive the knuckle 140 of the corresponding wheel 130 to push the corresponding wheel 130. Make a turn.
  • the second transmission mechanism 180 can include a diverter 182 and a steering rod 181.
  • the diverter 182 can convert the rotation of the rotating shaft 171 of the second drive motor 170 into a linear motion of the steering lever 181 to pull the lever arm 141 of the knuckle 140 at the corresponding wheel 130 such that the corresponding wheel 130 is steered.
  • the rotation shaft 171 of the second drive motor 170 extends in a direction substantially parallel to the bridge 120 or the steering lever 181.
  • the rotation shaft 171 of the second drive motor 170 extends in a direction perpendicular to the bridge 120 or the steering lever 181.
  • the structure of the concrete diverter 182 may employ a suitable diverter structure of the prior art depending on the arrangement direction of the second drive motor 170. Particularly in the case of Fig. 4, the diverter 182 can conveniently employ the prior art steering gear structure consisting of a gear and a rack.
  • the steering gear 182 may additionally provide a speed reduction mechanism such as a reduction gear set.
  • the bridge 120 can be formed in the form of a hollow axle housing for placing several components of the integral steering axle 100 within the interior of the hollow axle housing.
  • both sets of motor drive systems 110 are mounted within a bridge 120 having a hollow axle housing.
  • the first drive motor 150, the first transmission mechanism 160, the second drive motor 170, and the second transmission mechanism 180 may be connected in advance and installed in the bridge 120.
  • the first drive motor 150 and the first transmission system 160 are mounted within a hollow axle housing formed by a bridge.
  • the second drive motor 170 For other components not installed in the bridge 120, such as the second drive motor 170, the steering 182, etc., it may be mounted at a mounting bracket 172 (shown schematically by a broken line) fixed outside the bridge 120, and The mounting bracket 172 is held.
  • the mounting bracket 172 can also be formed in a substantially closed housing shape.
  • the entire steering axle 110 can be made more suitable to form a pre-assembled modular component.
  • the integral steering axle 100 can be mounted to the vehicle as a unit.
  • some shapes of the bridge 120 in the form of a hollow axle housing are shown in FIGS. 2 to 3, it is merely illustrative, and in practice, the specific shape of the hollow axle housing may be based on the position and shape of the components therein. The design is carried out, for example, the surface of the axle housing is designed to conform to the overall contour of all the components therein to form a bridge shell in a compact form.
  • the two sets of motor drive systems 110 can be fixedly mounted external to the solid bridge 120.
  • a mounting bracket 172 (shown schematically by a dashed line) secured to the outside of the bridge 120 can be utilized to facilitate the mounting and retention of the various components.
  • the mounting bracket 172 can also be formed in a substantially closed housing shape to enclose the two sets of motor drive systems 110.
  • the present invention also provides an electric vehicle including a plurality of axles, at least one of which is the integral steering axle 100 described above. Further, each of all of the axles in the electric vehicle employs the integral steering axle 110 described above.
  • the integrated steering axle 100 of the present invention is also particularly well suited for use in large capacity electric vehicles, such as large or heavy duty electric passenger cars or vans. In this case, the electric vehicle may have more axles, for example at least 3 or even at least 4 axles, each of which may employ the integral steering axle 100 according to the invention.
  • the front, middle and rear axles of an electric vehicle can be used with the integral steering drive.
  • Bridge 100, the axle between adjacent two integral steering axles employs axle structures in other existing vehicles, such as axles in which passive wheels are installed.
  • the integral steering axle 100 of the present invention can be easily implemented based on an existing fuel-engine-driven integral axle structure.
  • the specific wheel rotation and steering structure can directly utilize the structure in the existing vehicle, and then replace the drive shaft and the steering motor in the existing vehicle with the respective first drive motor 150 and second drive motor 170, respectively. Further, after the first drive motor 150 and the second drive motor 170 are independently controlled to control the corresponding wheel, the differential used in the axle of the existing vehicle can also be eliminated.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Power Steering Mechanism (AREA)
  • Arrangement Of Transmissions (AREA)
  • Motor Power Transmission Devices (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

提供了一种用于车辆的整体式转向驱动桥和电动车辆，包括整体为刚性的桥梁（120），其能够布置成沿车辆的横向在两个车轮（130）之间延伸；安装在桥梁处的两组电机驱动系统（110），每一组电机驱动系统能够独立地驱动两个车轮（130）中的一个对应车轮（130）进行转动和转向；其中，每一组电机驱动系统（110）包括：与对应车轮独立地布置的第一驱动电机（150）；第一传动机构（160），布置在第一驱动电机（150）与对应车轮（130）之间，用于将第一驱动电机（150）的输出动力传递至对应车轮（130），以驱动对应车轮（130）进行转动；和第二驱动电机（170），用于向对应车轮（130）提供进行转向所需的转向动力。如此将独立驱动两侧车轮的两套电机驱动系统安装在整体式转向驱动桥上，提高了车辆的控制灵活性，实现了各车轮的独立驱动和独立转向。

Description

一种用于车辆的整体式转向驱动桥和电动车辆 技术领域
本发明涉及电动汽车行业，特别是涉及一种整体式转向驱动桥和电动车辆。
背景技术
现有的电动车辆通常具有两个驱动桥，每一驱动桥用于驱动位于车辆两侧的一对车轮。各驱动桥接受来自布置在车头或车尾的驱动电机所提供的驱动力。根据驱动电机所驱动的驱动桥的数量和位置，该电动车辆可以实现前驱、后驱或四驱。
对于运载量较大的车辆，例如大型或重型的客车或货车，其底盘通常具有较多的驱动桥，例如一般由四轴、六轴或八轴构成。这样的车辆的驱动结构复杂，实现对应的八驱、十二驱或十六驱比较困难。受目前电动车辆的电能存储技术的限制，考虑到所需的动力需求以及续航里程，这样的车辆通常是采用燃油发动机作为直接的动力源，而没有像电动车辆那样采用驱动电机进行驱动。
在本申请人已经申请的中国专利申请No.201310467918.2中提供了一种串联式混合动力车辆的动力系统。该动力系统允许使用能量密度较低的代用燃料而不使用传统的汽油或柴油，并且允许辅助动力单元中的发动机工作于处于油耗同排放都很低的工况区域，有效地减少了排放，提高了燃料经济性，弥补了串联式混合动力车辆动力系统能量转化效率相对较低的问题。而且，该动力系统能够根据需要灵活设置适当数目的发动机进行组合使用。这样，通过组合使用足够数目的发动机，则能够用廉价燃料提供足以满足大运载量车辆例如货车所需求的电力，从而为这样的车辆采用电力驱动方式提供了可能性。
对于现有的采用驱动电机的电动车辆，多是利用一台驱动电机来完成一个车桥两侧的车轮的驱动，这不利于电动车辆控制的灵活性。现有的电动车辆也有采用轮毂电机的方案，但是其成本较高，而且由于在所提供的动力上存在限制，目前仅用于小运载量的车辆例如家庭用车。
发明内容
本发明的一个目的是要提供一种用于车辆的整体式转向驱动桥，其特别适合应用于大运载量的车辆例如大型或重型的客车或货车。本发明的另一个目的 是提供一种将转向和驱动的电机与车桥设置成一体的模块化安装组件。本发明的进一个目的是提供一种安装有上述整体式转向驱动桥的电动车辆。
按照本发明的一个方面，提供了一种用于车辆的整体式转向驱动桥，用于在其两侧分别安装两个车轮并驱动所述车轮进行转动和转向，包括：整体为刚性的桥梁，其能够布置成沿所述车辆的横向在所述两个车轮之间延伸；安装在所述桥梁处的两组电机驱动系统，每一组电机驱动系统能够独立地驱动所述两个车轮中的一个对应车轮进行转动和转向。每一组电机驱动系统包括：与所述对应车轮分立布置的第一驱动电机；第一传动机构，布置在所述第一驱动电机与所述对应车轮之间，用于将所述第一驱动电机的输出动力传递至所述对应车轮，以驱动所述对应车轮进行转动；和第二驱动电机，用于向所述对应车轮提供进行转向所需的转向动力。
进一步地，所述第一传动机构包括：减速器，用于传递所述第一驱动电机的输出动力，并且相比于所述第一驱动电机的转动轴的转速输出一降低的转速。
进一步地，所述第一驱动电机布置成其转动轴的转动轴线沿所述车辆的横向延伸。
进一步地，所述车辆的第一传动机构还包括：半轴，用于将所述第一驱动电机的输出动力传递到所述对应车轮；其中，所述半轴的全部或者一部分设置成能够随所述车轮的转向进行摆动。
进一步地，所述半轴包括经由万向节传动连接的第一部分和第二部分；其中，所述第一部分设置成能够随所述车轮的转向进行摆动，所述第二部分由所述第一驱动电机的所述转动轴形成。
进一步地，每一电机驱动系统还包括安装在所述桥梁处的第二传动机构，所述第二传动机构设置在所述第二驱动电机与对应车轮之间，用于将所述第二驱动电机的输出动力传递至所述对应车轮，以驱动所述对应车轮进行转向。
进一步地，所述桥梁形成为空心桥壳的形式，
所述第一驱动电机布置在所述空心桥壳的内部；
可选地，所述第二驱动电机也布置在所述空心桥壳的内部；
进一步可选地，所述第一传动机构的至少一部分也布置在所述空心桥壳的内部。
按照本发明的另一方面，还提供了一种电动车辆，其中，包括多个车桥，所述多个车桥中的至少一个为前述的整体式转向驱动桥。
进一步地，所述多个车桥中的每一个都采用所述整体式转向驱动桥。
进一步地，所述多个车桥的数量至少为3个，可选地，所述多个车桥的数量至少为4个。
本发明将独立驱动两侧车轮的两套电机驱动系统安装在整体式转向驱动桥上，分别用于控制对应车轮的转向和转动，提高了车辆的控制灵活性，实现了各车轮的独立驱动和独立转向。本发明的整体式转向驱动桥特别适合应用于大运载量的车辆例如大型或重型的客车或货车。在本发明的一些实施例中，该整体式转向驱动桥还特别适合于利用现有燃油发动机动力的车桥改造成电机驱动的车桥。
进一步地，本发明的将驱动对应车轮的电机驱动系统采用预装的方式与桥梁构成模块化结构，方便和简化了车辆的车桥安装。
根据下文结合附图对本发明具体实施例的详细描述，本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解，这些附图未必是按比例绘制的。附图中：
图1是根据本发明一个实施例的整体式转向驱动桥的结构示意图；
图2是本发明的一个实施例的整体式转向驱动桥的结构示意图，其中桥梁为空心壳体；
图3是本发明一个实施例的整体式转向驱动桥的结构示意图，其中仅将第一驱动电机和第一传动系统安装在空心桥壳的桥梁内；
图4是本发明一个实施例的整体式转向驱动桥的结构示意图，其中电机驱动系统安装在刚性实心桥梁上；
图5是本发明一个实施例中第一驱动电机的转动轴与对应车轮的转矩方向一致的结构示意图。
具体实施方式
图1-图5分别示出根据本发明的整体式转向驱动桥100的多个实施例的结构示意图。在本发明中，整体式转向驱动桥100一般性的用于在其两侧分别安装两个车轮130并驱动车轮130进行转动和转向。需要注意的是，在附图中示 出的车轮130仅为其轮毂部分。该整体式转向驱动桥100可以包括整体为刚性的桥梁120，该桥梁120能够布置成沿车辆的横向在两个车轮130之间延伸。在桥梁120处可以安装两组电机驱动系统110，每一组电机驱动系统110可以独立地驱动两个车轮130中的一个对应车轮130进行转动和转向。每一组电机驱动系统110邻近其对应的车轮130布置，并且可以包括第一驱动电机150、第一传动机构160和第二驱动电机170。第一驱动电机150是与对应车轮130分立布置的，也就是说，第一驱动电机150的任何一部分均不属于该车轮130，这明显不同于现有技术中的轮毂电机，而是可以采用常规电机的形式。第一传动机构160可以布置在第一驱动电机150与对应车轮130之间，用于将第一驱动电机150的输出动力传递至对应车轮130，以驱动对应车轮130进行转动，从而使得车辆前进或后退。第二驱动电机170可以向对应车轮130提供进行转向所需的转向动力，以驱动车轮130相对于车辆的行驶方向进行偏转。该整体式转向驱动桥100在一个车桥上集成两组电机驱动系统110分别用于两个对应车轮130的转向和转动。这两组电机驱动系统110之间可以相互独立地工作，以实现两个对应车轮130的独立控制，从而使得两个车轮130可以各自独立进行转动和转向。
该第一传动机构160还可以包括用于传递第一驱动电机150的输出动力的减速器163。该减速器163可以实现相比于第一驱动电机150的转动轴151的转速输出一降低的转速，以在降低转速的同时增大转矩。
在图1、图4和图5所示实施例中，该第一驱动电机150布置成其转动轴151的转动轴线沿车辆的横向延伸，也就是与桥梁120基本平行。在该结构下，第一驱动电机150的转动轴151的转矩输出方向与驱动对应车轮130转动所需的转矩方向相同，因此可以通过减速器163在不改变第一驱动电机150的转动轴151的转矩方向的情况下将其动力传递给对应车轮130。这样，减速器163仅承担降低转速的作用，这可以简单地由多个平行齿轮构成的减速齿轮组来实现。这样布置的第一驱动电机150有利于减小该整体式转向驱动桥100的整体横向尺寸。在图1和图4所示实施例中，该第一驱动电机150的转动轴151与下文将要描述的半轴161同轴布置，在图5所示实施例中，该第一驱动电机150的转动轴151与半轴161平行但是错开布置，中间通过减速器163进行转矩的转换。
在图2和图3所示的实施例中，该第一驱动电机150布置成其转动轴151的转动轴线沿车辆的纵向延伸，这类似于现有车辆的传动系中常见的纵向传动 轴的布置。此时，该减速器163可以采用与现有的减速器类似的结构，例如由相互垂直布置的圆锥齿轮副来实现。这样，该减速器163既可以直接传递第一驱动电机150的转动轴151的转矩，还可以改变该转矩的方向。这样布置的第一驱动电机150更有利于对现有车桥进行改造。
该第一传动机构160还可以包括用于将第一驱动电机150的输出动力传递到对应车轮130的半轴161。该半轴161可以具有现有车辆的半轴基本类似的结构，但是很明显，在本发明中，由于每一个半轴161是布置在其附近的一个第一驱动电机150直接来驱动，而非像现有技术那样用一根传动轴来驱动两个相对的半轴，因此，通过将第一驱动电机150的位置布置成更靠近于对应车轮130，可以使得该半轴161的长度可以比现有的常规半轴的长度更短。为了允许车轮130的转向，该半轴161的全部或者一部分设置成能够随此对应车轮130的转向进行摆动。该半轴161可以包括由万向节162(通常为等速万向节)传动连接的第一部分和第二部分，在图1-图5中，该第一部分和第二部分分别为半轴161的由万向节162分开的左部段和右部段。半轴161的第一部分设置成能够随对应车轮130的转向进行摆动，而半轴161的第二部分可以保持成仅能够进行转动。具体的半轴结构还可以参考现有技术中燃油动力的转向驱动桥的半轴结构。
如前所述，在图1和图4所示的实施例中，该第一驱动电机150的转动轴151与下文将要描述的半轴161同轴布置，在这种情况下，尽管图中未示出，但是可以设想，该第一驱动电机150的转动轴151可以朝着该万向节162延伸更远，甚至可以由第一驱动电机150的转动轴151直接形成为或者说作为该半轴161的该第二部分。在这种情况下，也可以认为该半轴161仅由万向节162的左侧部分形成，这样，整个半轴161设置成能够随此对应车轮130的转向进行摆动。
在图1-图5中，该电机驱动系统110还可以包括安装在桥梁120处的第二传动机构180。该第二传动机构180设置在第二驱动电机170与对应车轮130之间，用于将第二驱动电机170的输出动力传递至对应车轮130，以驱动对应车轮130的转向节140推动对应车轮130进行转向。该第二传动机构180可以包括转向器182和转向杆181。转向器182可以将第二驱动电机170的转动轴171的转动转化为转向杆181的直线运动，以拉动对应车轮130处的转向节140的拉杆臂141，从而使得对应车轮130进行转向。在图1-3和图5中，第二驱动电机170的转动轴171沿与桥梁120或者说转向杆181基本平行的方向延伸。 在图4中，第二驱动电机170的转动轴171沿与桥梁120或者说转向杆181垂直的方向延伸。具体转向器182的结构可以根据第二驱动电机170的布置方向采用现有技术中的合适转向器结构。特别是在图4的情况下，转向器182可以方便地采用现有技术中由齿轮和齿条构成的转向器结构。在需要对第二驱动电机170的输出转速进行降低的情况下，该转向器182还可以额外设置诸如减速齿轮组之类的减速机构。
如图2和图3所示，该桥梁120可以形成为空心桥壳的形式，用于将该整体式转向驱动桥100的若干部件置在空心桥壳的内部。在图2所示的实施例中，两组电机驱动系统110均安装在具有空心桥壳的桥梁120内。第一驱动电机150、第一传动机构160、第二驱动电机170和第二传动机构180可以事先连接好后安装在桥梁120内。在图3所示的实施例中，该第一驱动电机150和第一传动系统160安装在由桥梁构成的空心桥壳内。对于未被安装在桥梁120内的其它部件，例如第二驱动电机170、转向器182等，可以安装在固定在桥梁120外的安装架172(图中由虚线示意性表示)处，并由该安装架172保持。该安装架172也可以形成为基本封闭的壳体形状。通过上述安装方式，可以使整个转向驱动桥110更适合形成一个预装好的模块化部件。在使用时，该整体式转向驱动桥100可以作为一个整体安装到车辆上。虽然图2-图3中示出了空心桥壳形式的桥梁120的一些形状，但仅为示意性的，在实践中，该空心桥壳的具体形状可以根据其内各部件的布置位置和形状进行设计，例如桥壳的表面设计成与其内所有部件的整体轮廓相贴合，以形成紧凑形式的桥壳。
在图1、图4和图5所示实施例中，两组电机驱动系统110可以固定安装在实心的桥梁120的外部。如图4和图5所示，可以利用固定在桥梁120外的安装架172(图中由虚线示意性表示)以方便各个部件的安装和保持。当然，该安装架172也可以形成为基本封闭的壳体形状，以包围这两组电机驱动系统110。
另一方面，本发明还提供一种电动车辆，其中，包括多个车桥，该多个车桥中的至少一个为上述的整体式转向驱动桥100。进一步地，该电动车辆中的所有车桥中的每一个都采用上述整体式转向驱动桥110。本发明的整体式转向驱动桥100还特别适合于应用于大运载量的电动车辆，例如大型或重型的电动客车或货车。在这种情况下，该电动车辆可以具有更多的车桥，例如至少3个甚至至少4个车桥，每个车桥都可以采用按照本发明的整体式转向驱动桥100。在一些情况下，可以将电动车辆的前、中、后三根车桥采用该整体式转向驱动 桥100，在相邻两个整体式转向驱动桥之间的车桥采用其它现有车辆中的车桥结构，如安装被动式车轮的车桥。
本发明中的整体式转向驱动桥100可以方便地基于现有的燃油发动机驱动的整体式车桥结构进行改造来实现。具体的车轮转动和转向结构可以直接利用现有车辆中的结构，然后用相应的第一驱动电机150和第二驱动电机170分别来代替现有车辆中的传动轴和转向电机即可。此外采用第一驱动电机150和第二驱动电机170独立控制对应车轮后，还可以取消现有车辆中车桥中所使用的差速器。
至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的多个示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (10)

  1. 一种用于车辆的整体式转向驱动桥，用于在其两侧分别安装两个车轮并驱动所述车轮进行转动和转向，包括：
    整体为刚性的桥梁，其能够布置成沿所述车辆的横向在所述两个车轮之间延伸；
    安装在所述桥梁处的两组电机驱动系统，每一组电机驱动系统能够独立地驱动所述两个车轮中的一个对应车轮进行转动和转向；其中，每一组电机驱动系统包括：
    与所述对应车轮分立布置的第一驱动电机；
    第一传动机构，布置在所述第一驱动电机与所述对应车轮之间，用于将所述第一驱动电机的输出动力传递至所述对应车轮，以驱动所述对应车轮进行转动；和
    第二驱动电机，用于向所述对应车轮提供进行转向所需的转向动力。
  2. 根据权利要求1所述的整体式转向驱动桥，其中，所述第一传动机构包括：减速器，用于传递所述第一驱动电机的输出动力，并且相比于所述第一驱动电机的转动轴的转速输出一降低的转速。
  3. 根据权利要求1或2所述的整体式转向驱动桥，其中，所述第一驱动电机布置成其转动轴的转动轴线沿所述车辆的横向延伸。
  4. 根据权利要求1-3中任一项所述的整体式转向驱动桥，其中，所述第一传动机构还包括：半轴，用于将所述第一驱动电机的输出动力传递到所述对应车轮；
    其中，所述半轴的全部或者一部分设置成能够随所述车轮的转向进行摆动。
  5. 根据权利要求4所述的整体式转向驱动桥，其中，所述半轴包括经由万向节传动连接的第一部分和第二部分；其中，所述第一部分设置成能够随所述车轮的转向进行摆动，所述第二部分由所述第一驱动电机的所述转动轴形成。
  6. 根据权利要求1-5中任一项所述的整体式转向驱动桥，其中，每一电机驱动系统还包括安装在所述桥梁处的第二传动机构，所述第二传动机构设置在所述第二驱动电机与对应车轮之间，用于将所述第二驱动电机的输出动力传递至所述对应车轮，以驱动所述对应车轮进行转向。
  7. 如权利要求1-6任一项所述的整体式转向驱动桥，其中，所述桥梁形成 为空心桥壳的形式，所述第一驱动电机布置在所述空心桥壳的内部；
    可选地，所述第二驱动电机也布置在所述空心桥壳的内部；
    进一步可选地，所述第一传动机构的至少一部分也布置在所述空心桥壳的内部。
  8. 一种电动车辆，其中，包括多个车桥，所述多个车桥中的至少一个为根据权利要求1-7中任一项所述的整体式转向驱动桥。
  9. 如权利要求8所述的电动车辆，其中，所述多个车桥中的每一个都采用所述整体式转向驱动桥。
  10. 如权利要求8或9所述的电动车辆，其中，所述多个车桥的数量至少为3个，可选地，所述多个车桥的数量至少为4个。
PCT/CN2015/073714 2014-04-29 2015-03-05 一种用于车辆的整体式转向驱动桥和电动车辆 Ceased WO2015165302A1 (zh)

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