CN114248622B - Front and rear wheel speed adjusting device of intelligent automobile - Google Patents
Front and rear wheel speed adjusting device of intelligent automobile Download PDFInfo
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- CN114248622B CN114248622B CN202111655278.9A CN202111655278A CN114248622B CN 114248622 B CN114248622 B CN 114248622B CN 202111655278 A CN202111655278 A CN 202111655278A CN 114248622 B CN114248622 B CN 114248622B
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- 230000005540 biological transmission Effects 0.000 claims abstract description 34
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- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 38
- 229910052799 carbon Inorganic materials 0.000 claims description 38
- 230000007246 mechanism Effects 0.000 claims description 9
- 230000001681 protective effect Effects 0.000 claims description 9
- 239000000428 dust Substances 0.000 claims description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims 1
- 230000001105 regulatory effect Effects 0.000 abstract description 5
- 125000006850 spacer group Chemical group 0.000 description 7
- 238000010586 diagram Methods 0.000 description 5
- 238000012423 maintenance Methods 0.000 description 5
- 239000000463 material Substances 0.000 description 4
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- 229910052802 copper Inorganic materials 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
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- 230000000694 effects Effects 0.000 description 1
- -1 for example Substances 0.000 description 1
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Classifications
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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
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Abstract
The invention relates to a front and rear wheel speed adjusting device of an intelligent automobile, which comprises a driving motor and a reduction gear box, wherein the reduction gear box comprises an input gear and an output gear which are connected with each other, and the front and rear wheel speed adjusting device further comprises: the position sensor is arranged on the transmission shaft of the output gear; an output shaft of the driving motor is connected with an input gear; the output gear is provided with a spline groove connected with a connecting shaft of the automobile differential; the position sensor is used for detecting the running state of the output gear, feeding back the collected front and rear wheel speed information to the automobile central control system, and judging whether the automobile central control system is switched to the front and rear wheel speed adjusting device by a normally driven engine or not. The speed of the front wheel and the rear wheel is regulated by the driving motor through the reduction gear box so as to ensure that the speeds of the front wheel and the rear wheel of the automobile are the same.
Description
Technical Field
The invention relates to the technical field of intelligent automobile wheel speed adjustment, in particular to a front wheel speed adjusting device and a rear wheel speed adjusting device of an intelligent automobile.
Background
With the increasing importance of society on energy and environment, the traditional automobile industry is developing to green and environment-friendly new energy automobiles. Compared with the motor of the traditional automobile, the stepping motor of the new energy automobile has the advantages of compact structure, small volume, independent and controllable driving mode, high power density and the like. The stepping motor of the new energy automobile can simplify the underframe structure of the new energy automobile, and meanwhile, the flexibility of power switching of the new energy automobile is improved.
Gear type transfer motors are widely applied to various all-wheel driven automobiles, but the same speeds of front wheels and rear wheels of the automobiles cannot be ensured in the running process of the automobiles.
Disclosure of Invention
The invention provides a front wheel speed and rear wheel speed adjusting device of an intelligent automobile, which aims to solve the technical problem that the same speed of front wheels and rear wheels of the automobile cannot be ensured in the running process of the automobile.
In some embodiments, a front and rear wheel speed adjusting device of an intelligent automobile comprises a driving motor and a reduction gear box, wherein the reduction gear box comprises an input gear and an output gear which are connected with each other; the front and rear wheel speed adjusting device further includes: the position sensor is arranged on a transmission shaft of the output gear; an output shaft of the driving motor is connected with the input gear; the output gear is provided with a spline groove connected with a connecting shaft of the automobile differential; the position sensor is used for detecting the running state of the output gear, feeding back the collected front and rear wheel speed information to the automobile central control system, and judging whether the automobile central control system is switched to the front and rear wheel speed adjusting device by the engine which is normally driven.
The front and rear wheel speed adjusting device of the intelligent automobile provided by the invention can realize the following technical effects:
during the running of the automobile, the automobile distributes power to the front and rear wheels through the gearbox. When the power distributed by the front and rear wheels is unreasonable, the speeds of the front and rear wheels of the automobile are different. The speed of the front and rear wheels of the automobile can influence the rotating speed of a connecting shaft of the differential mechanism of the automobile, the connecting shaft is connected with an output gear, and the output gear is connected with a position sensor, so that the position sensor can acquire the speed information of the front and rear wheels and feed back the speed information to an automobile central control system. The automobile central control system controls the engine to be disconnected with the automobile differential mechanism, and meanwhile, the automobile central control system controls the driving motor to replace the engine to work. The speed of the front wheel and the rear wheel is regulated by the driving motor through the reduction gear box so as to ensure that the speeds of the front wheel and the rear wheel of the automobile are the same. After the speed of the front wheel and the rear wheel is regulated by the driving motor, the driving motor is controlled by the automobile central control system to stop working, and meanwhile, the automobile differential is controlled by the automobile central control system to be driven by the engine again to work.
The foregoing general description and the following description are exemplary and explanatory only and are not restrictive of the invention.
Drawings
One or more embodiments are illustrated by way of example and not limitation in the figures of the accompanying drawings, in which like references indicate similar elements, and in which:
FIG. 1 is a schematic diagram of a front and rear wheel speed adjusting device according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an exploded structure of a front and rear wheel speed adjusting device according to an embodiment of the present invention;
FIG. 3 is an exploded view of a position sensor and an output gear according to an embodiment of the present invention;
FIG. 4 is a schematic explosion diagram of a position sensor and an output gear according to an embodiment of the present invention;
FIG. 5 is an exploded view of a first embodiment of the present invention;
FIG. 6 is an exploded view of a reduction gearbox according to an embodiment of the present invention;
FIG. 7 is a second schematic explosion diagram of a mounting box according to an embodiment of the present invention;
FIG. 8 is a schematic view of an initial fixture according to an embodiment of the present invention;
FIG. 9 is an exploded view of a front and rear wheel speed adjustment device and a connecting shaft of an automotive differential according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of a resistor plate according to an embodiment of the present invention.
Reference numerals:
1. a driving motor; 11. an output shaft; 12. a motor housing; 2. a reduction gear box; 21. an input gear; 22. an output gear; 221. a first side; 222. a second side; 223. a transmission shaft; 224. a bump; 225. spline grooves; 23. a transmission gear; 24. a mounting box; 241. a first housing; 242. a second housing; 2431. a first notch; 2432. a second notch; 25. a mounting cavity; 251. a first groove; 252. a second groove; 253. a third groove; 254. a fourth groove; 255. a fifth groove; 256. a sixth groove; 257. an edge; 258. a clamping groove; 26. a first shaft; 27. a second shaft; 3. a position sensor; 31. a fixing frame; 311. a turntable cavity; 312. a fixed rod; 32. a turntable; 321. a spring plate; 33. a resistance plate; 330. a main board; 331. a first resistor segment; 332. a second resistor segment; 333. a first carbon film resistor; 334. a second carbon film resistor; 335. a third carbon film resistor; 336. a fourth carbon film resistor; 337. a resistor input terminal; 338. a resistor output terminal; 339. a common public end; 34. a protective cover; 41. a clamping hole; 411. a clamping block; 42. a mounting hole; 43. a rotation hole; 44. a bearing; 45. a gasket; 46. a joint; 47. a connecting shaft of an automobile differential; 48. a recess; 49. a fixing hole; 5. an initial fixing piece; 51. a connecting rod; 52. a spline; 53. a fixing protrusion; 54. a slit; 55. a vertical plate; 61. a rotating shaft; 62. a through hole; 63. and (5) a waterproof ring.
Detailed Description
For the purpose of making apparent the objects, technical solutions and advantages of the present invention, the present invention will be further described in detail with reference to the accompanying drawings and examples, it being understood that the specific examples described herein are for the purpose of illustration only and are not intended to limit the present invention.
Referring to fig. 1 to 5, the embodiment of the present disclosure provides a front and rear wheel speed adjusting device of an intelligent vehicle, the front and rear wheel speed adjusting device includes a driving motor 1 and a reduction gear box 2, and the reduction gear box 2 includes an input gear 21 and an output gear 22 connected to each other. The front and rear wheel speed adjusting device further includes a position sensor 3, the position sensor 3 being disposed on a drive shaft 223 of the output gear 22; an output shaft 11 of the drive motor 1 is connected with an input gear 21; the output gear 22 has spline grooves 225 connected to the connecting shaft 47 of the automobile differential; the position sensor 3 is used for detecting the running state of the output gear 22, feeding back the collected front and rear wheel speed information to the automobile central control system, and judging whether the automobile central control system is switched to the front and rear wheel speed adjusting device by a normally driven engine.
Optionally, the output shaft 11 of the driving motor 1 penetrates into the reduction gear box 2, the driving motor 1 is fixed on the reduction gear box 2 by using a bolt, the output shaft 11 of the driving motor 1 is a rectangular shaft (the rectangular shaft is a section perpendicular to the axis direction of the rectangular shaft and is rectangular), the clamping hole 41 is integrally formed on the input gear 21, the clamping block 411 is constructed in the clamping hole 41, the clamping hole 41 of the input gear 21 is matched with the output shaft 11 of the driving motor 1, and the purpose of driving the input gear to rotate by the driving motor is achieved by inserting the output shaft of the driving motor into the clamping hole of the input gear. The input gear 21 is meshed with the output gear 22, and the input gear 21 rotates while driving the output gear 22 to rotate.
Alternatively, the output gear 22 has two sides, one side is a first side 221 and the other side is a second side 222, where the first side 221 is opposite to the second side 222. The first side 221 has a drive shaft 223 integrally formed therewith. A cylindrical boss 224 is integrally formed on the second side 222, and a spline groove 225 is integrally formed on the boss 224. When the front and rear wheel speed adjusting devices are mounted on a vehicle, the spline grooves 225 are connected to one end of the connecting shaft 47 of the vehicle differential by means of a snap fit.
Optionally, the position sensor 3 is integrally formed with a clamping hole 41, the shape of the clamping hole 41 of the position sensor 3 is matched with the shape of the transmission shaft 223 on the first side 221, and the position sensor 3 is connected with the transmission shaft 223 in a clamping manner.
During the running of the automobile, the automobile distributes power to the front and rear wheels through the gearbox. When the power distributed by the front and rear wheels is unreasonable, the speeds of the front and rear wheels of the automobile are different. The speed of the front and rear wheels of the automobile can influence the rotating speed of a connecting shaft of the differential mechanism of the automobile, the connecting shaft is connected with an output gear, and the output gear is connected with a position sensor, so that the position sensor can acquire the speed information of the front and rear wheels and feed back the speed information to an automobile central control system. The automobile central control system controls the engine to be disconnected with the automobile differential mechanism, and meanwhile, the automobile central control system controls the driving motor to replace the engine to work. The speed of the front wheel and the rear wheel is regulated by the driving motor through the reduction gear box so as to ensure that the speeds of the front wheel and the rear wheel of the automobile are the same. After the speed of the front wheel and the rear wheel is regulated by the driving motor, the driving motor is controlled by the automobile central control system to stop working, and meanwhile, the automobile differential is controlled by the automobile central control system to be driven by the engine again to work.
Alternatively, referring to fig. 1, the drive motor 1 comprises a planetary motor. When the driving motor 1 adopts the planetary gear motor, the space occupied by the planetary gear motor installed on the automobile is small, and the planetary gear motor operates stably.
In some embodiments, referring to fig. 1, the reduction gearbox 2 further comprises a transfer gear 23. The transmission gear 23 is disposed between the input gear 21 and the output gear 22. One end of the transmission gear 23 is engaged with the input gear 21, and the other end of the transmission gear 23 is engaged with the output gear 22. For example, the number of teeth, the material and the thickness of the transmission gear 23 are the same as those of the output gear 22. The rotation speed ratio of the input gear 21 to the output gear 22 ranges from 4 to 5:1.
Preferably, the ratio of rotational speeds of the input gear 21 to the output gear 22 is 4.5:1.
The transmission gear 23 is arranged between the input gear 21 and the output gear 22, and the shape, the size, the tooth number, the material and the thickness of the transmission gear are the same as those of the output gear, so that the transmission gear not only ensures the rotation ratio of the input gear to the output gear, but also ensures that the rotation direction of the output gear is the same as that of the input gear; and the replacement and maintenance of later maintenance personnel are facilitated.
In some embodiments, referring to fig. 1-7, reduction gearbox 2 further includes a mounting box 24. The mounting case 24 includes a first case 241 and a second case 242. A mounting cavity 25 is formed between the first and second housings 241 and 242. The input gear 21, the transmission gear 23, the output gear 22 and the position sensor 3 are all disposed in the mounting cavity 25.
Optionally, three grooves, that is, a first groove 251, a second groove 252 and a third groove 253 are integrally formed on a side surface of the first housing 241, the first groove 251 communicates with the second groove 252, and the second groove 252 communicates with the third groove 253. The groove bottom of the first groove 251 is integrally formed with a mounting hole 42, and the mounting hole 42 is provided for the output shaft 11 of the drive motor 1 to pass through to enter the reduction gear box 2. The bottom of the second groove 252 is integrally formed with a rotation shaft 61, and the rotation shaft 61 is used for the rotation of the transmission gear 23. The third groove 253 has an integrally formed groove bottom with a mounting hole 42, and the mounting hole 42 enables the spline groove 225 of the output gear 22 to be exposed to the outside of the reduction gear case 2, facilitating the later installation.
Optionally, three grooves, namely a fourth groove 254, a fifth groove 255 and a sixth groove 256, are also integrally formed on one side of the second housing 242. The bottom of the fourth groove 254 is integrally formed with a rotation hole 43, the bottom of the fifth groove 255 is integrally formed with a rotation hole 43, the bottom of the sixth groove 256 is integrally formed with a rotation hole 43, and the rotation hole 43 is a blind hole. A bearing 44 is provided in the rotation hole 43, and the bearing 44 is used to reduce friction when the input gear 21, the transmission gear 23, and the output gear 22 rotate.
On the second housing 242, a bearing 44 is first placed in the rotation hole 43 of the fourth groove 254, and a spacer 45 is placed on the bearing 44. Then, one end of the input gear 21 is placed in the fourth groove 254, and at this time, the end face of the one end of the input gear 21 abuts against the end face of the bearing 44 in the fourth groove 254. A spacer 45 is then placed on the end face of the other end of the input gear 21. A bearing 44 is first placed in the rotation hole 43 of the sixth recess 256, and a spacer 45 is placed on the bearing 44. Then, the position sensor 3 is fixed in the sixth groove 256, and the transmission shaft 223 of the output gear 22 is clamped in the clamping hole 41 of the position sensor 3. A spacer 45 is disposed on the second side 222 of the output gear 22, and the spacer 45 is sleeved on the bump 224. Then, the bearing 44 is fitted over the boss 224, and a waterproof ring 63 made of rubber is fitted over the bearing 44. Two gaskets 45 are placed on the rotating hole 43 of the fifth groove 255, and one end of the transmission gear 23 is placed in the fifth groove 255, and the transmission gear 23 and the rotating hole 43 of the fifth groove 255 are coaxially arranged. A spacer 45 is then placed on the end face of the other end of the transmission gear 23. At this time, one end of the transmission gear 23 is meshed with the input gear 21, and the other end is meshed with the output gear 22.
The first case 241 is then fastened to the second case 242, and the first case 241 and the second case 242 are fixed by bolts or screws. When the first housing 241 is fixed on the second housing 242, the mounting hole 42 of the first groove 251 is disposed coaxially with the input gear 21, the mounting hole 42 of the third groove 253 is disposed coaxially with the output gear 22, and the rotation shaft 61 in the second groove 252 penetrates through the through hole 62 of the transmission gear 23 and enters the rotation hole 43 of the fifth groove 255. The first recess 251, the second recess 252, the third recess 253, the fourth recess 254, the fifth recess 255, and the sixth recess 256 collectively constitute the mounting cavity 25. The output shaft 11 of the drive motor 1 is then inserted into the mounting hole 42 of the first housing 241, through the engagement hole 41 of the input gear 21, and into the rotation hole 43 of the fourth groove 254. The driving motor 1 is fixed to the first housing 241 with bolts or screws.
In the embodiment of the disclosure, the mounting box is divided into two shell modules by modular design, so that later maintenance is facilitated. Meanwhile, the input gear, the transmission gear, the output gear and the position sensor are arranged in the mounting cavity, and the mounting box plays a role in protecting the input gear, the transmission gear, the output gear and the position sensor.
Optionally, a rim 257 is integrally formed on a side of the second housing 242 provided with the grooves, and the rim 257 is disposed around the edges of the fourth groove 254, the fifth groove 255 and the sixth groove 256. The first shell 241 is provided with a clamping groove 258 integrally formed at a position corresponding to the edge 257 on one side surface of the groove, and the shape of the clamping groove 258 is matched with that of the edge 257. Set up the joint groove on first casing, and set up the border on the second casing, through the cooperation in border and joint groove, can make the structure of first casing and second casing inseparabler, improved the structural performance and the waterproof nature of install bin.
Optionally, referring to fig. 1 to 7, the front and rear wheel speed adjusting device of the smart car further includes a joint 46. One end of the connector 46 is connected to the position sensor 3, and the other end of the connector 46 is electrically connected to the vehicle center control system. The first shell 241 is integrally formed with a first notch 2431; second notch 2432 is integrally formed on second housing 242; the connector 46 is clamped between the first notch 2431 and the second notch 2432.
Optionally, one end of the connector 46 is an information collection end, which communicates with the position sensor 3 via a connection line, which is used for powering and data transmission to the position sensor 3. The other end of the connector 46 is an information output end which is plugged with a connecting wire of an automobile central control system. The first notch 2431 is located at the third groove 253, and a rim 257 is integrally formed on a sidewall of the first notch 2431. Second notch 2432 is located at sixth recess 256, and a rim 257 is integrally formed on a sidewall of second notch 2432. The end of the joint 46 near the position sensor 3 is configured with a recess 48. When the connector 46 is disposed between the first notch 2431 and the second notch 2432, the edge 257 at the first notch 2431 and the edge 257 at the second notch 2432 simultaneously clamp the recess 48 of the connector 46.
In the embodiment of the disclosure, the front wheel speed adjusting device and the rear wheel speed adjusting device are detachably provided with the connectors, so that the connectors are convenient to maintain and replace in the later period. The connector is connected with the automobile central control system in a plugging mode, so that the connector is convenient to transmit information collected by the position sensor to the automobile central control system, and the connector is convenient to detach from the front wheel speed adjusting device and the rear wheel speed adjusting device during later maintenance.
In some embodiments, referring to fig. 2, 8 and 9, the front and rear wheel speed adjusting device of the smart car further includes an initial fixing member 5. The initial fixture 5 serves to prevent the output gear 22 from rotating. The initial fixing member 5 is made of a rubber material. A spline 52 is integrally formed on one side surface of the initial fixing member 5, and the spline 52 can be inserted into the spline groove 225 to fix the output gear 22 by snap-fit. The initial fixing member is also integrally formed with a cylindrical fixing protrusion 53. The first case 241 is constructed with a fixing hole 49, and the fixing hole 49 facilitates the insertion and fixing of the fixing protrusion 53.
In the embodiment of the disclosure, the initial fixing piece is arranged on the front wheel speed adjusting device and the rear wheel speed adjusting device, so that the output gears of the front wheel speed adjusting device and the rear wheel speed adjusting device can be fixed, the output gears of the front wheel speed adjusting device and the rear wheel speed adjusting device can be prevented from shaking in the transportation process, and the rear wheel speed adjusting device can be conveniently and accurately installed on an automobile.
In some embodiments, referring to fig. 3 and 4, the position sensor 3 includes a fixing frame 31, a turntable 32, a resistance plate 33, and a protective casing 34. The fixed frame 31 comprises a turntable cavity 311, and the fixed frame 31 and the transmission shaft 223 are coaxially arranged. The turntable 32 includes a spring 321, and the turntable 32 is disposed in the turntable cavity 311. The turntable 32 is integrally formed with a clamping hole 41 along an axis thereof, and the clamping hole 41 is used for clamping the transmission shaft 223. The resistive plate 33 is disposed between the turntable 32 and the bottom of the turntable cavity 311. The protective cover 34 is disposed at the cavity opening of the turntable cavity 311 for protecting the turntable 32 and the resistor plate 33.
Alternatively, the body of the fixing frame 31 is cylindrical, and the outer sidewall thereof is provided with a plurality of fixing bars 312. For example, the outer side wall of the main body of the fixing frame 31 is provided with three fixing rods 312, and the fixing manner of three points can enable the fixing frame 31 to be more stably fixed in the sixth groove 256. One end of the fixing rod 312 is welded to the outer side wall of the main body of the fixing frame 31, the other end of the fixing rod 312 is integrally formed with a through hole 62, and the fixing frame is fixed in the sixth groove by means of a bolt penetrating through the through hole. The space within the body of the holder 31 can be considered as a turntable cavity 311. The cavity bottom of the turntable cavity 311 is also integrally formed with the through hole 62. The cavity bottom of the turntable cavity 311 is integrally formed with a rim 257, and the rim 257 encloses a circle around the edge of the through hole 62. The resistor plate 33 is configured with a through hole 62 at a center position. The resistor plate 33 is placed at the bottom of the turntable cavity 311, the edge 257 of the turntable cavity 311 passes through the through hole 62 of the resistor plate 33, and the outer wall of the edge 257 of the turntable cavity 311 is matched with the side wall of the turntable cavity 311 to clamp and fix the resistor plate 33. The rotary shaft 61 is formed at the center of the turntable 32, the rotary shaft 61 of the turntable 32 is formed with a locking hole 41 along the axial direction thereof, and a locking block 411 is formed in the locking hole 41. A spring 321 is bonded or embedded or formed on a side of the turntable 32 facing the resistor plate 33, and the spring 321 is made of a metal material, for example, copper material. When the turntable 32 is placed in the turntable cavity 311, one end of the rotating shaft 61 of the turntable 32 abuts against the bottom of the turntable cavity 311 and simultaneously abuts against the inner wall of the edge 257 of the turntable cavity 311. At this time, the elastic piece 321 on the turntable 32 abuts against the resistance plate 33. The shield case 34 has a disk shape, and a through hole 62 is formed in a center position of the shield case 34. The protective cover 34 covers the cavity opening of the turntable cavity 311. For example, the protective housing 34 is placed directly at the mouth of the turntable chamber 311.
Because when the position sensor 3 is installed, a side surface of the protective cover 34 away from the turntable 32 will firstly abut against the gasket 45 in the sixth groove 256, the turntable 32 and the resistor plate 33 are sequentially installed, and finally the fixing frame 31 is fixed in the sixth groove 256, and the fixing frame 31 plays a limiting and fixing role on the resistor plate 33, the turntable 32 and the protective cover 34. The protective cover 34 protects the turntable 32 and the resistance plate 33, and prevents the turntable 32, the resistance plate 33 and the bottom of the sixth groove 256 from being damaged due to friction when the turntable 32 rotates along with the output gear 22. After the fixing frame 31 is fixed in the sixth groove 256, the transmission shaft 223 of the output gear 22 passes through the through hole 62 of the fixing frame 31, the through hole 62 of the resistance plate 33, and the clamping hole 41 of the turntable 32, and finally the transmission shaft 223 passes through the spacer 45 and enters the bearing 44 of the sixth groove 256.
In the embodiment of the disclosure, the position sensor is arranged in a modularized manner, and is divided into the fixing frame, the rotary table, the resistance board and the protection housing, so that when the position sensor fails in the later stage, only the failed part needs to be replaced, the maintenance cost in the later stage is reduced, and unnecessary resource waste is avoided.
Optionally, referring to fig. 3, 4 and 10, the resistor 33 includes a main board 330, a first resistor 331 and a second resistor 332. The main plate 330 is disposed at the bottom of the turntable chamber 311. The first resistor 331 is disposed on a side of the main board 330 facing the turntable 32. The second resistor segment 332 is disposed on a side of the main board 330 facing the turntable 32. The main plate 330 is constructed with a through hole 62 at a central position. The main board 330 is firstly placed into the cavity bottom of the turntable cavity 311, the edge 257 of the turntable cavity 311 passes through the through hole 62 of the main board 330, and the outer wall of the edge 257 of the turntable cavity 311 is matched with the side wall of the turntable cavity 311 to clamp and fix the main board 330. The first resistor segment 331 and the second resistor segment 332 are fixed on a side of the main board 330 facing the turntable 32 by bonding or embedding.
The first resistor 331 and the second resistor 332 are arc-shaped, and the diameter of the first resistor 331 is larger than that of the second resistor 332, so that the first resistor 331 is sleeved on the second resistor 332. One end of the first resistive segment 331 is connected to one end of the second resistive segment 332. When the position sensor 3 installs the turntable 32 in the turntable cavity 311 after installing the resistor plate 33, the elastic piece 321 of the turntable 32 abuts against the first resistor section 331 and the second resistor section 332 at the same time.
In the embodiment of the disclosure, through further optimizing the principle of the slide rheostat, and converting the principle into the technical field of the driving motor of the automobile for use, when the turntable rotates along with the output gear, the resistance value can change along with the rotation of the elastic sheet, and the automobile central control system controls the rotation of the driving motor according to the rotation angle of the elastic sheet and the resistance value so as to achieve the aim that the speed of the front and rear wheelers is the same.
Optionally, referring to fig. 10, the first resistor 331 includes a first carbon film resistor 333, a second carbon film resistor 334, a third carbon film resistor 335, and a fourth carbon film resistor 336. The first carbon film resistor 333, the second carbon film resistor 334, the third carbon film resistor 335 and the fourth carbon film resistor 336 are sequentially connected in series end to end, and the shape formed by the series connection is arc-shaped and has a gap. The first carbon film resistor 333 is connected in series with the resistor input end 337; the fourth carbon film resistor 336 is connected with the resistor output end 338, and meanwhile, the fourth carbon film resistor 336 is connected with one end of the second resistor section 332; the other end of the second resistor segment 332 is connected to a common pin 339, and the common pin 339 is disposed in the slit and is not connected to other structures.
In one example, the resistances of the resistor input end 337 and the resistor output end 338 are 132 Ω, and the resistances of the resistor input end 337 and the resistor output end 338 are set to prevent the elastic sheet 321 from turning to the position of the gap, and the voltage input by the resistor input end 337 is too large to burn the resistor plate 33. The resistance values of the first carbon film resistor 333, the fourth carbon film resistor 336 and the second resistor 332 are 0Ω, and the first carbon film resistor 333, the fourth carbon film resistor 336 and the second resistor 332 can be regarded as wires, so that the variation of the resistance values has a buffer time, and the resistance values are not raised instantaneously. The resistance of the second carbon film resistor 334 is 100deg.OMEGA, and the resistance of the third carbon film resistor 335 is 1000Ω.
In some embodiments, referring to FIG. 2, the front and rear wheel speed adjustment devices of the smart car further include a motor housing 12. The motor housing 12 is covered on the driving motor 1, and the motor housing 12 is used for water proofing and dust proofing.
The invention relates to a working principle of a front wheel speed adjusting device and a rear wheel speed adjusting device of an intelligent automobile, which comprises the following steps:
the initial fixing piece of the front wheel speed adjusting device and the initial fixing piece of the rear wheel speed adjusting device are taken down firstly, then one end, with a spline, of a connecting shaft of the automobile differential mechanism is inserted into spline grooves of the front wheel speed adjusting device and the rear wheel speed adjusting device, the front wheel speed adjusting device and the rear wheel speed adjusting device are mounted on an automobile, and the position sensor can detect the rotation angle of an output gear in real time and feed back the rotation angle to an automobile central control system. During the running of the automobile, the automobile distributes power to the front and rear wheels through the gearbox. When the power distributed by the front and rear wheels is unreasonable, the speeds of the front and rear wheels of the automobile are different. The speed of the front wheel and the rear wheel is transmitted to the output gear through the differential mechanism, the turntable of the position sensor can rotate along with the output gear, the elastic sheet on the turntable can slide on the resistance plate, and the resistance value of the resistance plate can also change along with the change. When the elastic sheet moves to the second carbon film resistor and the third carbon film resistor, the rotation angle of the elastic sheet increases, and the resistance value increases. At the moment, the automobile central control system controls the engine to be disconnected with the automobile differential mechanism, and meanwhile, the automobile central control system controls the driving motor to replace the engine to work. The driving motor drives the output gear in the reduction gear box to rotate so as to achieve the purpose of adjusting the percentage of power distributed on the front wheel and the rear wheel, thereby achieving the purpose of adjusting the speed of the front wheel and the rear wheel. When the speeds of the front wheel and the rear wheel of the automobile are the same, the automobile central control system controls the driving motor to stop working according to the rotating angle information of the output gear fed back by the position sensor, and meanwhile, the automobile central control system controls the engine to drive the automobile differential mechanism to work again.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (1)
1. The utility model provides an intelligent automobile's preceding, back wheel speed adjusting device, includes driving motor (1), reduction gear box (2) are including interconnect's input gear (21) and output gear (22), its characterized in that still includes:
a position sensor (3) provided on a drive shaft (223) of the output gear (22); an output shaft (11) of the driving motor (1) is connected with an input gear (21); the output gear (22) has spline grooves (225) which are connected to a connecting shaft (47) of the differential of the motor vehicle;
the position sensor (3) is used for detecting the running state of the output gear (22), feeding back the collected front and rear wheel speed information to the automobile central control system, and judging whether the automobile central control system is switched to the front and rear wheel speed adjusting device by a normally driven engine or not;
the reduction gearbox (2) further comprises:
a mounting box (24) comprising a first shell (241) and a second shell (242), wherein a mounting cavity (25) is formed between the first shell (241) and the second shell (242); the input gear (21), the transmission gear (23), the output gear (22) and the position sensor (3) are arranged in the mounting cavity (25);
the position sensor (3) includes:
the fixed frame (31) comprises a turntable cavity (311), and the fixed frame (31) and the transmission shaft (223) are coaxially arranged;
the turntable (32) comprises an elastic sheet (321), and the turntable (32) is arranged in the turntable cavity (311); the turntable (32) is integrally formed with a clamping hole (41) along the axis of the turntable, and the clamping hole (41) is used for clamping the transmission shaft (223);
a resistance plate (33) arranged between the turntable (32) and the cavity bottom of the turntable cavity (311);
the protective housing (34) is arranged at the cavity opening of the turntable cavity (311) and is used for protecting the turntable (32) and the resistance plate (33);
the resistance plate (33) includes;
the main board (330) is arranged at the bottom of the turntable cavity (311);
a first resistor segment (331) disposed on a side of the main board (330) facing the turntable (32);
a second resistor section (332) provided on a side surface of the main board (330) facing the turntable (32);
the first resistor section (331) is sleeved on the second resistor section (332), and the shapes of the first resistor section (331) and the second resistor section (332) are arc-shaped; one end of the first resistor segment (331) is connected with one end of the second resistor segment (332);
the driving motor (1) comprises a planetary gear motor;
the output shaft of the planetary gear motor and the input gear (21) are coaxially arranged;
the reduction gearbox (2) further comprises:
a transmission gear (23) provided between the input gear (21) and the output gear (22); one end of the transmission gear (23) is meshed with the input gear (21), and the other end is meshed with the output gear (22); the rotation speed ratio range of the input gear (21) to the output gear (22) is 4-5:1;
the front wheel speed adjusting device and the rear wheel speed adjusting device of the intelligent automobile further comprise:
one end of the connector (46) is connected with the position sensor (3), and the other end of the connector is electrically connected with the automobile central control system; a first notch (2431) is integrally formed on the first shell (241); a second notch (2432) is integrally formed on the second shell (242); the connector (46) is clamped between the first notch (2431) and the second notch (2432);
an initial fixing member (5) for preventing rotation of the output gear (22); the spline groove (225) is used for clamping one end of the initial fixing piece (5) or a connecting shaft (47) of the automobile differential; or, a first groove (251), a second groove (252) and a third groove (253) are integrally formed on one side surface of the first shell (241), the first groove (251) is communicated with the second groove (252), and the second groove (252) is communicated with the third groove (253); the bottom of the first groove (251) is integrally formed with a mounting hole (42), and one end of the initial fixing piece (5) or a connecting shaft (47) of the automobile differential mechanism passes through the mounting hole (42) to be clamped in the spline groove (225);
a fourth groove (254), a fifth groove (255) and a sixth groove (256) are integrally formed on one side surface of the second shell (242), a rotation hole (43) is integrally formed at the bottoms of the fourth groove (254), the fifth groove (255) and the sixth groove (256), and the rotation hole (43) is a blind hole; a bearing (44) is arranged in the rotating hole (43); a rim (257) is integrally formed on one side surface of the second shell (242), and the rim (257) is arranged around the edges of the fourth groove (254), the fifth groove (255) and the sixth groove (256); the first shell (241) is provided with a clamping groove (258) matched with the edge (257);
a motor housing (12) which is arranged on the driving motor (1); the motor housing (12) is used for preventing water and dust;
the first resistor segment (331) comprises: a first carbon film resistor (333), a second carbon film resistor (334), a third carbon film resistor (335), and a fourth carbon film resistor (336); the first carbon film resistor (333), the second carbon film resistor (334), the third carbon film resistor (335) and the fourth carbon film resistor (336) are connected end to end in sequence; the first carbon film resistor (333) is connected with the resistor input end (337); the fourth carbon film resistor (336) is connected with the resistor output end (338), and meanwhile, the fourth carbon film resistor (336) is connected with one end of the second resistor section (332); the other end of the second resistor segment (332) is connected with the common public end (339);
the resistance of the resistor input end (337) and the resistor output end (338) is 132 omega, the resistances of the first carbon film resistor (333), the fourth carbon film resistor (336) and the second resistor section (332) are 0 omega, the resistance of the second carbon film resistor (334) is 100 omega, and the resistance of the third carbon film resistor (335) is 1000 omega.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111655278.9A CN114248622B (en) | 2021-12-31 | 2021-12-31 | Front and rear wheel speed adjusting device of intelligent automobile |
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| CN202111655278.9A CN114248622B (en) | 2021-12-31 | 2021-12-31 | Front and rear wheel speed adjusting device of intelligent automobile |
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| CN114248622A CN114248622A (en) | 2022-03-29 |
| CN114248622B true CN114248622B (en) | 2023-09-22 |
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|---|---|
| CN114248622A (en) | 2022-03-29 |
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