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Study on Wheel-Side Drive System with a Single Trailing Arm

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Abstract

In order to reduce unsprung mass and ensure driving comfortability, a novel electrical vehicle (EV) drive system, which integrated the wheel-side reducer and a single trailing arm, was studied in this paper. Firstly, the general structure of the drive system was studied, in which the reducer not only worked as a wheel-side reducer but also as the single trailing arm. Then, the transmission power losses were modeled by integrating different load-independent and load-independent models of power losses. Next, the experiment of the power losses test for the wheel-side drive system was conducted, which declared the patterns of power losses of electric motor and the whole drive system. Finally, the power losses of wheel-side reducer based on NEDC are studied, which illustrates oil churning and gear sliding power losses are the main types of transmission power losses. At low rotational velocities, gear friction power losses are larger than oil churning power losses. While at high rotational velocities, oil churning power losses are dominant. The transmission efficiency of the reducer based on NEDC varies among the range of 78 ∼ 95 %, which depends on the torque and rotational velocity transmitted from the driving motor to EV’s wheel.

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Abbreviations

b :

face width of spur gear, mm

b c :

face width of oil churning gear, m

b i :

face width of the ith pinion, mm

C m :

dimensionless drag torque

d bo :

bearing bore diameter, m

D m :

mean diameter of the bearing, mm

D p :

pitch diameter of churning gear, m

E :

equivalent modulus of elasticity, N/m2

f i(ϕ):

instantaneous friction coefficient of the ith gear pair in the reducer

f r :

Froude number

f L :

a factor depending on bearing type and method of lubrication

F ni(ϕ):

instantaneous normal force, N

F t, F t1, F t2 :

drive force on the wheel, first pinion, and second pinion, respectively, N

g :

acceleration of gravity, m2/s

h i(ϕ):

the thickness of oil film, m

h :

immersion depth of churning gears, m

i g,i 1, i 2 :

transmission ratio of reducer, the first gear-pair, and the second gear-pair, respectively

n 1, n 2, n i :

rotational velocity of the first, second, and ith pinion, respectively, r/min

n :

output rotational velocity of drive system, r·min−1

I :

input electric current of drive system, An

n b :

bearing rotational velocity, r/min

P b_load, P b_inload :

load-dependent and load-independent power losses caused by bearing rotation, kW

P churn :

oil churning power losses caused by immersed gears in reducer, kW

P e :

effective drive power, kW

P m :

input electric power of the drive system, kW

P out :

output mechanical power of the drive system, kW

P S (ϕ):

instantaneous gear sliding power losses, kW

P R(ϕ):

instantaneous gear rolling power losses, kW

P w :

windage power losses, kW

r bi :

the radius of the base circle of the ith pinion, mm

r a :

radius of the tip circle of immersed gears, m

r h :

radius of EV wheel, m

r′:

pitch radius, m

R :

equivalent radius of curvature, m

R e, R ec :

Reynolds number and critical Reynolds number, respectively

S m1, S m2, S m :

immersed area of circular surface, end surface, ane both, respectively, m2

T 1,T 2 :

drive torque on the first and second pinion, respectively, N · m

T :

the output torque, N · m

U :

input voltage of drive system, Volt

V 0 :

oil volume, m3

V Si(ϕ), V Ri (ϕ):

instantaneous relative sliding and rolling velocity between the ith contacted gears, m/s

W t :

nomal pressure of the ith pinion, N · mm−1

W b :

bearing load, N

α′:

the pressure angle of pitch circle, rad

α B2, α B1 :

pressure angle of actual start and end meshing point of gear-pair, respectively, deg

α n1, α n2 :

normal pressure angles of the first and second gear pairs, respectively, deg

β 1 ,β 2 :

helical angles of the first and second gear pairs, respectively, deg

δ :

is the surface roughness, µm

ω b :

rotational velocity of bearing, rad/s

ω c :

rotational angular velocity of churning gear, rad/s

ω motor,, ω wheel :

rotational angular speed of drive motor and vehicle wheel, respectively, rad/s

ρ :

lubricant dynamic viscosity, Pa · s

ρ density :

lubricant density, Kg/m3

υ k :

kinematic viscosity of bearing lubricant, cSt

ζ :

lubricant pressure-viscosity coefficient, m2/N

ω co, ω mo, ω to, ω re :

efficiency of the motor controller, motor, reducer, and the wheel-side drive system, respectively

μ b :

bearing friction coefficient, 0.0011 in Ref. (Xu, 2005)

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Acknowledgement

The authors gratefully acknowledge the financial support of the National Key Research and Development Project under Grant No.2018YFB0104800 and the National Natural Science Foundation of China under Grant No.51875494. The article was also supported by the Startup Foundation for Young Teachers of Shanghai Ocean University.

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Authors and Affiliations

  1. College of Engineering Science and Technology, Shanghai Ocean University, Shanghai, 201306, China

    Bin Wang

  2. School of Automotive Studies, Tongji University, Shanghai, 201804, China

    Xinbo Chen

  3. School of Automotive Engineering, Yancheng Institute of Technology, Yancheng, 224051, China

    Hongming Lyu

  4. School of Science, Engineering, and Technology, Penn State Harrisburg, Middletown, PA, 17057, USA

    Xinwei Niu

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  1. Bin Wang
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  2. Xinbo Chen
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Correspondence to Xinbo Chen.

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Wang, B., Chen, X., Lyu, H. et al. Study on Wheel-Side Drive System with a Single Trailing Arm. Int.J Automot. Technol. 22, 1215–1226 (2021). https://doi.org/10.1007/s12239-021-0107-2

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