Drive axle assembly of electric vehicles

Abstract

This invention discloses a drive axle device for an electric vehicle. A first planetary mechanism cooperates with a first power input component to receive torque from the first power input component, and a first output component cooperates with the first planetary mechanism to output torque. The adjustment unit includes: a first gear pair that receives torque from the first power input component and is connected to the first power input component; a countershaft assembly that pivotally cooperates with the first gear pair and further engages or disengages from the first gear pair to transmit or disconnect torque; and a gear ring hub that meshes with the countershaft assembly and is fixed to the first planetary mechanism so that torque from the countershaft assembly is loaded onto the first output component through the first planetary mechanism to adjust the torque and rotational speed of the first output component. This invention has the advantages of high integration and simple structure.

Description

Technical Field

[0001] This invention relates to a drive axle assembly for pure electric or hybrid electric vehicles. Background Technology

[0002] Traditional drive axles are located at the end of the transmission system, changing the speed and torque from the gearbox and transmitting them to the drive wheels. In today's technologically advanced world, electric vehicles and the electrification technologies derived from them have brought entirely new changes and experiences to drivers: a quieter environment, more electronic devices, smoother power delivery, and enhanced safety with multiple safety systems.

[0003] An electric drive axle system refers to an electromechanical system mounted in an axle structure, which includes a motor, power electronics, and a device equivalent to a gearbox or differential.

[0004] By integrating electronic components, motors, and differentials into a single unit, electric drive axle systems offer excellent integration capabilities, enhancing packaging flexibility, electrification, and performance across various vehicle classes.

[0005] For example, patent CN201511031133.6 discloses an electric drive axle assembly and a vehicle having the electric drive axle assembly. The electric drive axle assembly includes an electric powertrain and an axle housing assembly. The electric powertrain includes a power motor, a transmission, and a differential. The main innovative idea of ​​this invention is that the traditional drive axle structure integrates an electric drive transmission, which has a dispersed layout, low integration, and large size. Since new energy vehicles need to accommodate large power batteries, this technical solution is not conducive to the overall space layout of new energy vehicles. Summary of the Invention

[0006] This invention provides a drive axle device for electric vehicles that is highly integrated and has a simple structure.

[0007] The technical solution to achieve the above objectives is as follows:

[0008] The drive axle assembly of an electric vehicle includes a first power input component, a first planetary mechanism, and a first output component. The first planetary mechanism cooperates with the first power input component to receive torque from the first power input component, and the first output component cooperates with the first planetary mechanism to output torque. The assembly also includes an adjustment unit for regulating the output torque and rotational speed. The adjustment unit includes:

[0009] A first gear pair that receives torque from a first power input component, and the first gear pair is connected to the first power input component;

[0010] A secondary shaft assembly that pivots with a first gear pair and engages or disengages with the first gear pair to transmit or disconnect the torque of the first gear pair;

[0011] The gear ring hub meshes with the countershaft assembly and is fixed to the first planetary mechanism so that the torque from the countershaft assembly is loaded onto the first output assembly through the first planetary mechanism to adjust the torque and speed of the first output assembly.

[0012] The present invention has the following beneficial effects:

[0013] 1. The present invention adopts an integrated arrangement scheme combining planetary gear sets and gear pairs. The technical solution has a high degree of integration, simple structure, clear purpose of participating functional components, and low cost, which is more conducive to the integration and matching of hybrid power system vehicles or pure electric system vehicles.

[0014] 2. The technical solution of this invention has good scalability, enabling more reasonable modular and platform-based development, and can adapt to the requirements of more vehicle models;

[0015] 3. The technical solution of the present invention can realize the driving characteristics of dual motors and multi-gear matching. The motor and gear ratio can be matched according to the vehicle and functional requirements, which is more conducive to the transmission system requirements of multi-functional vehicles such as passenger cars and commercial vehicles.

[0016] 4. The technical solution of this invention has two motors that can be independently controlled and output power to the left or right drive wheels independently. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the drive axle device for the electric vehicle of the present invention;

[0018] Labels in the attached diagram:

[0019] First electric motor D1, first input shaft Z1, first sun gear X1-1, first planetary gear X2-1, first ring gear X3-1, first output shaft Z4, first planetary carrier X4-1;

[0020] First driving gear G1, first driven gear G4;

[0021] Countershaft Z3, synchronizer T1, drive gear G6, gear ring hub Z6, driven gear G2;

[0022] Second electric motor D2, second input shaft Z2, second sun gear X1-2, second planetary gear X2-2, second ring gear X3-2, second output shaft Z5, second planetary carrier X4-2;

[0023] Second driving gear G3, second driven gear G5. Detailed Implementation

[0024] The following combination Figure 1 The present invention will be described in detail.

[0025] like Figure 1 As shown, the drive axle device for an electric vehicle of the present invention includes a first power input component, a first planetary mechanism, a first output component, and an adjustment unit for adjusting output torque and speed. The following is a detailed description of each part and the relationship between them:

[0026] The first power input component is used to output power. The first power input component includes a first electric motor D1, a first input shaft Z1, and a first sun gear X1-1. The first input shaft Z1 is fixed to the output end of the first electric motor D1 and is fixed to a first gear pair. The first input shaft Z1 is a hollow shaft. A part of the first output component passes through the first input shaft Z1. The first sun gear X1-1 is fixed to the first input shaft Z1 and cooperates with the first planetary mechanism.

[0027] The first planetary mechanism cooperates with the first power input component to receive the torque of the first power input component. The first planetary mechanism includes a first planetary gear X2-1 and a first ring gear X3-1. The first planetary gear X2-1 cooperates with the first output component. The first planetary gear X2-1 meshes with the first ring gear X3-1 and the first planetary gear X2-1 meshes with the first sun gear X1-1.

[0028] The first output component is coupled with the first planetary mechanism to output torque. The first output component includes a first output shaft Z4 and a first planetary carrier X4-1. The first planetary carrier X4-1 is fixed to the first output shaft Z4. The first planetary carrier X4-1 is coupled with the first planetary mechanism. The first planetary carrier X4-1 is coupled with the first planetary gear X2-1 in the first planetary mechanism. The first output shaft Z4 passes through the first input shaft Z1.

[0029] The adjustment unit includes a first gear pair, a countershaft assembly, and a gear ring hub Z6. The first gear pair receives torque from the first power input assembly and is connected to the first power input assembly. The first gear pair includes a first driving gear G1 and a first driven gear G4. The first driving gear G1 is fixed to the first input shaft Z1, and the first driving gear G1 meshes with the first driven gear G4. The first input shaft Z1 transmits torque to the first driving gear G1, and the first driving gear G1 transmits torque to the first driven gear G4.

[0030] The countershaft assembly pivots with the first gear pair and engages or disengages with the first gear pair to transmit or disengage the torque of the first gear pair. The countershaft assembly includes a countershaft Z3 and a synchronizer T1. The countershaft Z3 pivots with the first gear pair, and a first driven gear G4 rotatably engages with the countershaft Z3, for example, through a bearing. The synchronizer T1 is circumferentially fixed to the countershaft Z3. The synchronizer T1 is provided with a driving gear G6 for engaging or disengaging with the first gear pair. The driving gear G6 meshes with a gear ring hub Z6 and can slide along the axial direction of the synchronizer T1.

[0031] The gear ring hub Z6 meshes with the countershaft assembly. The gear ring hub Z6 includes a gear ring hub body and a driven gear G2 disposed on the gear ring hub body. The driven gear G2 meshes with the driving gear G6 in the countershaft assembly. The gear ring hub Z6 is fixed to the first planetary mechanism so that the torque from the countershaft assembly is loaded onto the first output assembly through the first planetary mechanism to adjust the torque and speed of the first output assembly. In this embodiment, the first gear ring X3-1 in the first planetary mechanism is fixed to the gear ring hub Z6.

[0032] This embodiment also includes a second power input component, a second planetary mechanism, a second output component, and a second gear pair, wherein:

[0033] The second power input assembly includes a second electric motor D2, a second input shaft Z2, and a second sun gear X1-2. The second input shaft Z2 is fixed to the output end of the second electric motor D2. The second electric motor D2 drives the second input shaft Z2 to rotate. The second input shaft Z2 is fixed to a second gear pair. The second input shaft Z2 is a hollow shaft. A portion of the second output assembly passes through the second input shaft Z2. The second sun gear X1-2 is fixed to the second input shaft Z2 and meshes with the second planetary mechanism.

[0034] The second planetary mechanism cooperates with the second power input component to receive torque from the second power input component. The second planetary mechanism includes a second planetary gear X2-2 and a second ring gear X3-2. The second planetary gear X2-2 cooperates with the second output component, and the second planetary gear X2-2 meshes with the second ring gear X3-2. The second planetary gear X2-2 meshes with the second sun gear X1-2.

[0035] The second output component is coupled with the second planetary mechanism to output torque. The second output component includes a second output shaft Z5 and a second planetary carrier X4-2. The second planetary carrier X4-2 is fixed to the second output shaft Z5. The second planetary carrier X4-2 is coupled with the second planetary mechanism. The second planetary carrier X4-2 is coupled with the second planetary gear X2-2 in the second planetary mechanism. The second output shaft Z5 passes through the second input shaft Z2.

[0036] The second gear pair is connected to the second power input component to receive the torque of the second power input component. The second gear pair includes a second driving gear G3 and a second driven gear G5. The second driving gear G3 is fixed to the second input shaft Z2. The second driving gear G3 meshes with the second driven gear G5. The second input shaft Z2 transmits torque to the second driving gear G3, and the second driving gear G3 transmits torque to the second driven gear G5.

[0037] The second gear pair pivotally engages with the countershaft assembly. The second driving gear G3 in the second gear pair is rotatably engaged with the countershaft Z3 in the countershaft assembly. For example, the second driving gear G3 may be loosely fitted onto the countershaft Z3, or the second driving gear G3 may engage with the countershaft Z3 via a bearing. The countershaft assembly also engages or disengages with the second gear pair to transmit or disconnect the torque of the second gear pair. The driving gear G6 on the synchronizer T1 in the countershaft assembly engages or disengages with the second driven gear G5.

[0038] The gear ring hub Z6 is fixed to the second planetary mechanism, so that the torque from the countershaft assembly is applied to the second output assembly through the second planetary mechanism to adjust the torque and speed of the second output assembly. In this embodiment, the second gear ring X3-2 in the second planetary mechanism is fixed to the gear ring hub Z6.

[0039] The first input shaft Z1, the secondary shaft Z3, the first output shaft Z4, the second output shaft Z4, and the gear ring hub Z6 are all supported on the housing by bearings.

[0040] The above structure selects different drive gears via synchronizer T1 based on the power demand of the drive wheels and the vehicle's operating status. It then calculates the power demand of the left and right drive wheels using a power flow balance equation and selects different motor power outputs to meet the drive wheel's power requirements. The corresponding process is as follows:

[0041] (1) When the driving gear G6 is engaged with the first driven gear G4 in the first gear pair and disengaged from the second driven gear G5 in the second gear pair, the working transmission process in this situation is as follows:

[0042] The torque output by the first electric motor D1 is provided to the first input shaft Z1. The first input shaft Z1 drives the first sun gear X1-1 and the first driving gear G1 to rotate. The first sun gear X1-1 drives the first planetary gear X2-1, which transmits torque to the first planet carrier X4-1. The first planet carrier X4-1 then transmits torque to the first output shaft Z4. Since the first driving gear G1 receives power from the first input shaft Z1, it drives the first driven gear G4 to rotate.

[0043] The torque output from the second electric motor D2 is provided to the second input shaft Z2. The second input shaft Z2 drives the second sun gear X1-2 and the second driving gear G3 to rotate. The second sun gear X1-2 drives the second planetary gear X2-2, which transmits torque to the second planetary carrier X4-2, which in turn transmits torque to the second output shaft Z5. Since the second driving gear G3 receives power from the second input shaft Z2, it drives the second driven gear G5 to rotate.

[0044] Since the first driving gear G1 receives power from the first input shaft Z1, it causes the first driven gear G4 to rotate. Because the synchronizer T1 and the second driven gear G5 are disengaged, the second gear pair is in an idle state. The driving gear G6 on the synchronizer T1 engages with the first driven gear G4, thus transmitting torque to the driving gear G6 on the synchronizer T1 via the first driven gear G4. The driving gear G6 then transmits torque to the driven gear G2, thereby sequentially supplying torque to the gear ring hub Z6. Since the gear ring hub Z6 is fixed to the first gear ring X3-1 and the second gear ring X3-2, both the first gear ring X3-1 and the second gear ring X3-2 receive torque from the gear ring hub Z6. The first gear ring X3-1 adjusts the torque and speed of the first planetary gear X2-1, which in turn adjusts the torque and speed of the first output shaft Z4 via the first planetary carrier X4-1. The second ring gear X3-2 adjusts the torque and speed of the second planetary gear X2-2, which in turn adjusts the torque and speed of the second output shaft Z5 through the second planetary carrier X4-2.

[0045] (2) When the driving gear G6 is engaged with the second driven gear G5 in the second gear pair, and the driving gear G6 is disengaged from the first driven gear G4 in the first gear pair, the working transmission process in this situation is as follows:

[0046] The torque output by the first electric motor D1 is provided to the first input shaft Z1. The first input shaft Z1 drives the first sun gear X1-1 and the first driving gear G1 to rotate. The first sun gear X1-1 drives the first planetary gear X2-1, which transmits torque to the first planet carrier X4-1. The first planet carrier X4-1 then transmits torque to the first output shaft Z4. Since the first driving gear G1 receives power from the first input shaft Z1, it drives the first driven gear G4 to rotate.

[0047] The torque output from the second electric motor D2 is provided to the second input shaft Z2. The second input shaft Z2 drives the second sun gear X1-2 and the second driving gear G3 to rotate. The second sun gear X1-2 drives the second planetary gear X2-2, which transmits torque to the second planetary carrier X4-2, which in turn transmits torque to the second output shaft Z5. Since the second driving gear G3 receives power from the second input shaft Z2, it drives the second driven gear G5 to rotate.

[0048] Since synchronizer T1 is disengaged from the first driven gear G4, the first gear pair is in an idle state. Meanwhile, the driving gear G6 on synchronizer T1 engages with the second driven gear G5. Therefore, torque is transmitted to the driving gear G6 on synchronizer T1 via the second driven gear G5. The driving gear G6 then transmits torque to the driven gear G2, and so on, until the torque is sequentially delivered to the gear ring hub Z6. Because the gear ring hub Z6 is fixed to the first gear ring X3-1 and the second gear ring X3-2, both the first gear ring X3-1 and the second gear ring X3-2 receive torque from the gear ring hub Z6. The first gear ring X3-1 adjusts the torque and speed of the first planetary gear X2-1, which in turn adjusts the torque and speed of the first output shaft Z4 via the first planetary carrier X4-1. The second gear ring X3-2 adjusts the torque and speed of the second planetary gear X2-2, which in turn adjusts the torque and speed of the second output shaft Z5 via the second planetary carrier X4-2.

[0049] (3) The first gear pair composed of the first driving gear G1 and the first driven gear G4 has a different gear ratio than the second gear pair composed of the second driving gear G3 and the second driven gear G5. By using the first gear pair or the second gear pair in conjunction with the synchronizer T1, the countershaft assembly and the gear ring hub Z6 can generate different torques and speeds. Therefore, by using the first gear pair or the second gear pair in conjunction with the synchronizer T1, the ultimate goal is to enable the first output shaft Z4 to obtain different torques and speeds, and to enable the second output shaft Z5 to obtain different torques and speeds.

[0050] Since the first electric motor D1 and the second electric motor D2 are controlled by the vehicle controller, they can be selected to operate or stop as needed for vehicle operation. The above describes the result when both the first electric motor D1 and the second electric motor D2 are operating. Under the control of the vehicle controller, it is also possible for one of the first electric motors D1 and the second electric motor D2 to be operating while the other is not. When one motor is operating, the specific process is described above and will not be repeated here.

[0051] Finally, it should be noted that the above embodiments are merely preferred embodiments of the present invention used to illustrate the technical solutions of the present invention, and are not intended to limit them, nor are they intended to limit the patent scope of the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention. In addition, the direct or indirect application of the technical solutions of the present invention to other related technical fields is similarly included within the patent protection scope of the present invention.

Claims

1. A drive axle assembly for an electric vehicle, comprising a first power input component, a first planetary mechanism, and a first output component, wherein the first planetary mechanism cooperates with the first power input component to receive torque from the first power input component, and the first output component cooperates with the first planetary mechanism to output torque, characterized in that, It also includes an adjustment unit for regulating output torque and speed, the adjustment unit comprising: A first gear pair that receives torque from a first power input component, and the first gear pair is connected to the first power input component; A secondary shaft assembly that pivots with a first gear pair and engages or disengages with the first gear pair to transmit or disconnect the torque of the first gear pair; The gear ring hub (Z6) meshes with the countershaft assembly, and is fixed to the first gear ring (X3-1) and the second gear ring (X3-2). The gear ring hub (Z6) is also fixed to the first planetary mechanism so that the torque from the countershaft assembly is loaded onto the first output assembly through the first planetary mechanism to adjust the torque and speed of the first output assembly. The first planetary organization includes: The first planetary gear (X2-1) engages with the first output component; The first gear ring (X3-1) meshes with the first planetary gear (X2-1); The secondary shaft assembly includes: The secondary shaft (Z3) is pivotally coupled with the first gear pair. Synchronizer (T1) is circumferentially fixed to the countershaft (Z3); synchronizer (T1) is provided with a driving gear (G6) for engaging or disengaging with the first gear pair, and the driving gear (G6) meshes with the gear ring hub (Z6); The gear ring hub (Z6) includes a gear ring hub body and a driven gear (G2) disposed on the gear ring hub body, the driven gear (G2) meshing with the countershaft assembly; Second power input component; The second planetary mechanism cooperates with the second power input assembly to receive the torque of the second power input assembly; The second output component, which cooperates with the second planetary mechanism to output torque; The second gear pair is connected to the second power input assembly to receive the torque of the second power input assembly. The second gear pair is pivotally engaged with the countershaft assembly, which is also engaged or disengaged from the second gear pair to transmit or disconnect the torque of the second gear pair. The gear ring hub (Z6) is fixed to the second planetary mechanism so that the torque from the countershaft assembly is loaded onto the second output assembly through the second planetary mechanism to adjust the torque and speed of the second output assembly. The second planetary mechanism includes: The second planetary gear (X2-2) engages with the second output component; The second gear ring (X3-2) and the second planetary gear (X2-2) mesh with the second gear ring (X3-2).

2. The drive axle device for an electric vehicle according to claim 1, characterized in that, The first power input component includes: First electric motor (D1); The first input shaft (Z1) is fixed to the output end of the first electric motor (D1) and the first gear pair. The first input shaft (Z1) is a hollow shaft, and a part of the first output assembly passes through the first input shaft (Z1). The first sun gear (X1-1) is fixed to the first input shaft (Z1) and is engaged with the first planetary mechanism.

3. The drive axle device for an electric vehicle according to claim 1, characterized in that, The first output component includes: First output shaft (Z4); The first planetary carrier (X4-1) is fixed to the first output shaft (Z4), and the first planetary carrier (X4-1) is engaged with the first planetary mechanism.

4. The drive axle device for an electric vehicle according to claim 1, characterized in that, The second power input component includes: Second electric motor (D2); The second input shaft (Z2) is fixed to the output end of the second electric motor (D2); the second input shaft (Z2) is fixed to the second gear pair; the second input shaft (Z2) is a hollow shaft; a part of the second output assembly passes through the second input shaft (Z2). The second sun gear (X1-2) is fixed to the second input shaft (Z2) and meshes with the second planetary mechanism.

5. The drive axle device for an electric vehicle according to claim 1, characterized in that, The second output component includes: Second output shaft (Z5); The second planetary carrier (X4-2) is fixed to the second output shaft (Z5) and the second planetary mechanism is engaged with the second planetary carrier (X4-2).

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