A rear-wheel drive active steering electric drive axle

Abstract

The present invention relates to a rear-wheel drive active steering electric drive axle, wherein a first drive motor is connected to a first central reducer, which is connected to a first wheel-side reducer. A second drive motor is connected to a second central reducer, which is connected to a second wheel-side reducer. The first wheel-side reducer is connected to one end of a first half-shaft, the other end of which is connected to a differential; the second wheel-side reducer is connected to one end of a second half-shaft, the other end of which is connected to a differential. The rear-wheel drive active steering electric drive axle has a novel structural arrangement, which is different from existing rear wheel follow-up steering implementation methods. It can realize active steering of the rear wheels, improve vehicle passability at low speeds, improve vehicle handling stability at high speeds, and reduce the risks of tire wear and roll.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle manufacturing, and in particular to a rear-wheel drive active steering electric drive axle. Background Art

[0002] When a vehicle is driving on an uneven road or turning, it is easy to experience steering wheel shaking, vehicle swaying, etc. due to the influence of ground vibration and wheel lateral force, which leads to poor vehicle handling stability. In severe cases, the vehicle may tilt or roll over.

[0003] Vehicles currently on the market typically feature rear-wheel steering, with the amount of rear-wheel steering varying with the lateral force applied. This steering is significantly influenced by road conditions and the lateral force applied during cornering, making it a passive form of steering. Current rear-wheel steering technology typically involves modifying suspension stiffness by adding elastic elements (such as torsion bars or front / rear self-deflecting spring blocks) between the suspension and the vehicle body. This approach significantly impacts the rear-wheel deflection angle due to the performance of the elastic elements, resulting in poor controllability. Summary of the Invention

[0004] The present invention aims to solve the technical problem in the prior art that, due to the influence of ground vibration and wheel lateral force, steering wheel shaking, vehicle yaw and other phenomena are easily generated, resulting in poor vehicle handling stability, and provides a rear-wheel drive active steering electric drive axle.

[0005] The technical solution of the present invention to solve the above technical problems is as follows:

[0006] A rear-wheel drive active steering electric drive axle, comprising: a first drive motor, a second drive motor, a first central reducer, a second central reducer, a first wheel-side reducer, a second wheel-side reducer, a first half-shaft, a second half-shaft and a differential;

[0007] The first drive motor is connected to the first central reducer, and the first central reducer is connected to the first wheel-side reducer;

[0008] The second drive motor is connected to the second central reducer, and the second central reducer is connected to the second wheel-side reducer;

[0009] The first wheel-side reducer is connected to one end of the first half-shaft, and the other end of the first half-shaft is connected to the differential; the second wheel-side reducer is connected to one end of the second half-shaft, and the other end of the second half-shaft is connected to the differential.

[0010] Furthermore: the first drive motor is connected to the first-stage driving cylindrical gear of the first central reducer, and the first synchronizer is connected to the sun gear of the first wheel-side reducer; the coupling tooth of the first synchronizer can be selectively connected to the first-stage first-gear driven cylindrical gear or the first-stage second-gear driven cylindrical gear of the first central reducer; the sun gear of the first wheel-side reducer is meshed with the first planetary gear of the first wheel-side reducer; the first planetary gear of the first wheel-side reducer is meshed with the first ring gear of the first wheel-side reducer; the first planetary carrier of the first wheel-side reducer is connected to the first wheel hub; the first ring gear of the first wheel-side reducer is connected to the first half-shaft; the first half-shaft is connected to the first half-shaft gear of the differential, and the planetary gears of the differential are meshed with the first half-shaft gear of the differential;

[0011] The second drive motor is connected to the first-stage driving cylindrical gear of the second central reducer, and the second synchronizer is connected to the sun gear of the second wheel-side reducer; the coupling teeth of the second synchronizer can be selectively connected to the first-stage first-gear driven cylindrical gear or the first-stage second-gear driven cylindrical gear of the second central reducer; the sun gear of the second wheel-side reducer is meshed with the first planetary gear of the second wheel-side reducer; the first planetary gear of the second wheel-side reducer is meshed with the first ring gear of the second wheel-side reducer; the first planetary carrier of the second wheel-side reducer is connected to the second; the first ring gear of the second wheel-side reducer is connected to the second half-shaft; the second half-shaft is connected to the second half-shaft gear of the differential, and the planetary gears of the differential are meshed with the second half-shaft gear of the differential.

[0012] Furthermore: the differential further comprises: a clutch;

[0013] The clutch is arranged between the differential housing and the second half-shaft; the clutch is used to control the engagement and disconnection of the second half-shaft and the differential housing.

[0014] Furthermore: a speed sensor is arranged on the second half shaft.

[0015] Furthermore, the differential further comprises: a first motor and a second motor; the first motor and the second motor are respectively connected to the planetary gears of the differential.

[0016] Furthermore: the differential further comprises: a clutch, a first motor and a second motor;

[0017] The clutch is arranged between the differential housing and the second half-shaft; the clutch is used to control the engagement and disconnection of the second half-shaft and the differential housing;

[0018] The first motor and the second motor are respectively connected to the planetary gears of the differential.

[0019] The active steering electric drive axle provided by the present invention has at least the following beneficial effects or advantages:

[0020] The present invention provides a rear-wheel drive active steering electric drive axle, wherein the first drive motor is connected to the first central reducer, which is connected to the first wheel-side reducer. The second drive motor is connected to the second central reducer, which is connected to the second wheel-side reducer. The first wheel-side reducer is connected to one end of the first half-shaft, and the other end of the first half-shaft is connected to the differential; the second wheel-side reducer is connected to one end of the second half-shaft, and the other end of the second half-shaft is connected to the differential. The rear-wheel drive active steering electric drive axle described in the above scheme has a novel structural arrangement, which is different from the existing rear wheel follow-up steering implementation method. It can realize active steering of the rear wheels, improve the vehicle's passability at low speeds, improve the vehicle's handling stability at high speeds, and reduce the risks of tire wear and roll. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a schematic diagram of the rear-wheel drive active steering electric drive axle structure provided in the first embodiment of the present invention;

[0022] Figure 2 This is a schematic diagram of the rear-wheel drive active steering electric drive axle structure provided by the second embodiment of the present invention;

[0023] Figure 3 This is a schematic diagram of the rear-wheel drive active steering electric drive axle structure provided in Example 3 of the present invention. DETAILED DESCRIPTION

[0024] The present invention aims to solve the technical problem in the prior art that, due to the influence of ground vibration and wheel lateral force, steering wheel shaking, vehicle yaw and other phenomena are easily generated, resulting in poor vehicle handling stability, and provides a rear-wheel drive active steering electric drive axle.

[0025] The following will provide a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0026] Example 1

[0027] See also Figure 1An embodiment of the present invention provides a rear-wheel drive active steering electric drive axle, comprising: a first drive motor 11, a second drive motor 12, a first central reducer 210, a second central reducer 220, a first wheel reducer 310, a second wheel reducer 320, a first wheel hub 41, a second wheel hub 42, a first half-shaft 61, a second half-shaft 62, and a differential 70. The first drive motor 11 is connected to the first central reducer 210, which is in turn connected to the first wheel reducer 310.

[0028] The second drive motor 12 is connected to the second central reducer 220 , and the second central reducer 220 is connected to the second wheel-side reducer 320 .

[0029] The first wheel-side reducer 310 is connected to one end of the first half shaft 61, and the other end of the first half shaft 61 is connected to the differential 10; the second wheel-side reducer 320 is connected to one end of the second half shaft 62, and the other end of the second half shaft 62 is connected to the differential 70.

[0030] The first central reducer 210 includes: a first-stage driving cylindrical gear 211, a first-stage driven cylindrical gear 212, a first-stage first-gear driving cylindrical gear 213, a first-stage first-gear driven cylindrical gear 214, a first-stage second-gear driving cylindrical gear 215, a first-stage second-gear driven cylindrical gear 216, and a first synchronizer 217. Among them, the first-stage driving cylindrical gear 211 is meshed with the first-stage driven cylindrical gear 212, the first-stage second-gear first-speed driving cylindrical gear 213 is connected to the first-stage driven cylindrical gear 212, and the first-stage second-gear first-speed driven cylindrical gear 214 is meshed with the first-stage second-gear driving cylindrical gear 213; the first-stage second-gear driving cylindrical gear 215 is connected to the first-stage driven cylindrical gear 212, and the first-stage second-gear driven cylindrical gear 216 is meshed with the first-stage second-gear driving cylindrical gear 215; and the first synchronizer 217 is connected to the first-stage second-gear first-speed driven cylindrical gear 214 and the first-stage second-gear driven cylindrical gear 216. The first drive motor 11 is connected to the first primary driving cylindrical gear 211 of the first central reducer 210, and the first synchronizer 217 is connected to the sun gear 311 of the first wheel-side reducer 310; the coupling teeth of the first synchronizer 217 can be selectively connected to the first secondary first gear driven cylindrical gear 214 or the first secondary second gear driven cylindrical gear 216 of the first central reducer 210; the sun gear 311 of the first wheel-side reducer 310 is connected to the first planetary gear 310 of the first wheel-side reducer 310. The first wheel 312 is engaged; the first planetary gear 312 of the first wheel-side reducer 310 is engaged with the first ring gear 313 of the first wheel-side reducer 310; the first planetary carrier 314 of the first wheel-side reducer 310 is connected to the first wheel hub 41; the first ring gear 313 of the first wheel-side reducer 310 is connected to the first half-shaft 61; the first half-shaft 61 is connected to the first half-shaft gear 71a of the differential 70, and the planetary gear 72 of the differential 70 is engaged with the first half-shaft gear 71a of the differential 70.

[0031] The second drive motor 12 is connected to the first primary driving cylindrical gear 221 of the second central reducer 220, and the second synchronizer 227 is connected to the sun gear 321 of the second wheel-side reducer 320; the coupling teeth of the second synchronizer 227 can be selectively connected to the first secondary first gear driven cylindrical gear 224 or the first secondary second gear driven cylindrical gear 226 of the second central reducer 220; the sun gear 321 of the second wheel-side reducer 320 is connected to the first planetary gear 320 of the second wheel-side reducer 320. The first planetary gear 322 of the second wheel-side reducer 320 is meshed with the first ring gear 323 of the second wheel-side reducer 320; the first planetary carrier 324 of the second wheel-side reducer 320 is connected to the second wheel hub 42; the first ring gear 323 of the second wheel-side reducer 320 is connected to the second half-shaft 62; the second half-shaft 62 is connected to the second half-shaft gear 71b of the differential 70, and the planetary gear 72 of the differential 70 is meshed with the second half-shaft gear 71b of the differential 70.

[0032] In this embodiment, the differential 70 further includes a clutch 74 disposed between the differential housing 73 and the second axle shaft 62. The clutch 74 is used to control the engagement and disengagement of the second axle shaft 62 from the differential housing 73. A speed sensor 75 is disposed on the second axle shaft 62 for detecting the speed of the second axle shaft 62 in real time.

[0033] When the vehicle is traveling at low speeds, the clutch 74 engages, the second half-shaft 62 engages with the differential housing 73, and the differential 70 is locked. The first ring gear 313 of the first wheel-side speed reducer 310 and the first ring gear 323 of the second wheel-side speed reducer 320 remain stationary. By controlling the torque of the first drive motor 11 and the second drive motor 12 to be different, the output torque of the wheel ends on both sides is different, and thus the torque of the wheels on both sides is different. This can achieve differential rotation of the rear wheels in opposite directions, reduce the turning radius, achieve active steering, and improve the vehicle's passability. When the vehicle is traveling at high speeds, the clutch is disengaged, the second half-shaft 62 is disconnected from the differential housing 73, and the differential 70 can rotate, achieving a mechanical differential together with the first wheel-side speed reducer 310 and the second wheel-side speed reducer 320.

[0034] Example 2

[0035] See also Figure 2 The technical solution of this embodiment is basically the same as that of embodiment 1, except that:

[0036] The differential 70 is not provided with a clutch, but is provided with: a first motor 76 and a second motor 77 ; the first motor 76 and the second motor 77 are respectively connected to the planetary gears 72 of the differential 70 .

[0037] When working, the torque and speed of the planetary gear 72 of the differential 70 are controlled, and there are the following two operating modes. Operating mode 1: By controlling the torque of the first drive motor 11 and the second drive motor 12, there will be a difference in the torque applied to the first ring gear 313 of the first wheel-side reducer 310 and the first ring gear 323 of the second wheel-side reducer 320. At this time, a torque is applied to the planetary gear 72 of the differential 70, so that the torque difference between the first ring gear 313 of the first wheel-side reducer 310 and the first ring gear 323 of the second wheel-side reducer 320 is reduced, thereby transmitting the output torque difference of the first drive motor 11 and the second drive motor 12 to the wheels on both sides, so that the torque of the wheels on both sides is different, thereby realizing active steering. Operation mode 2: The torque of the first drive motor 11 and the second drive motor 12 are the same. By controlling the first motor 76 and the second motor 77, a torque is applied to the planetary gear 72 of the differential 70, so that a torque difference is formed between the first ring gear 313 of the first wheel-side reducer 310 and the first ring gear 323 of the second wheel-side reducer 320, thereby changing the speed ratio of the wheel ends on both sides, achieving different torques on the wheels on both sides, and realizing active steering.

[0038] Example 3

[0039] See also Figure 3 The technical solution of this embodiment is basically the same as that of embodiment 1, except that:

[0040] The differential 70 is equipped with a clutch 74, a first motor 76, and a second motor 77. The clutch 74 is positioned between the differential housing 73 and the second half-shaft 62; it controls the engagement and disengagement of the second half-shaft 62 with the differential housing 73. The first motor 76 and the second motor 77 are each connected to the planetary gears 72 of the differential 70.

[0041] The rear-wheel drive active steering electric drive axle provided in this embodiment has four operating modes: Operating Mode 1: The planetary gear 72 of the differential 70 controls the first motor 76 and the second motor 77 to be inoperative, the clutch 74 is locked, the differential 70 is locked, the first ring gear 313 of the first wheel-side reducer 310 and the first ring gear 323 of the second wheel-side reducer 320 are fixed, and by controlling the torque of the first drive motor 11 and the second drive motor 12, the torque output to the wheels on both sides is different, thereby achieving active steering. Operating Mode 2: The planetary gear 72 of the differential 70 controls the first motor 76 and the second motor 77 to be inoperative, the clutch 74 is disconnected, and the differential 70 can perform differential speed. At this time, the structure uses a mechanical differential structure and is a follow-up steering structure. Operation Mode 3: The clutch 74 is disengaged, and the differential 70 can achieve differential speed. By adjusting the torques of the first drive motor 11 and the second drive motor 12 to be different, and then adjusting the first motor 76 and the second motor 77 to keep the first ring gear 313 of the first wheel-side reducer 310 and the first ring gear 323 of the second wheel-side reducer 320 stationary, the torques of the wheels on both sides are different, thus achieving active steering. Operation Mode 4: The clutch 74 is disengaged, and the differential 70 can achieve differential speed. By adjusting the torques of the first drive motor 11 and the second drive motor 12 to be the same, and then adjusting the planetary gears 72 of the differential 70 to control the first drive motor 11 and the second drive motor 12, a torque difference exists between the first ring gear 313 of the first wheel-side reducer 310 and the first ring gear 323 of the second wheel-side reducer 320. At the same time, the speed ratio of the wheel ends on both sides is changed, making the torques of the wheels on both sides different, thus achieving active steering.

[0042] The rear-wheel drive active steering electric drive axle provided by the embodiment of the present invention has at least the following beneficial effects or advantages:

[0043] The rear-wheel drive active steering electric drive axle provided by the embodiment of the present invention has a first drive motor connected to a first central reducer, which is connected to a first wheel-side reducer. The second drive motor is connected to a second central reducer, which is connected to a second wheel-side reducer. The first wheel-side reducer is connected to one end of the first half-shaft, and the other end of the first half-shaft is connected to the differential; the second wheel-side reducer is connected to one end of the second half-shaft, and the other end of the second half-shaft is connected to the differential. The rear-wheel drive active steering electric drive axle described in the above scheme has a novel structural arrangement, which is different from the existing rear wheel follow-up steering implementation method. It can realize active steering of the rear wheels, improve the vehicle's passability at low speeds, improve the vehicle's handling stability at high speeds, and reduce the risk of tire wear and roll.

[0044] In the description of the present invention, it should be noted that the terminology in each embodiment, such as "up", "down", "front", "back", "left", "right", etc., which indicate directions, are only for simplifying the description of the positional relationship based on the drawings in the specification, and do not mean that the referred elements and devices must be operated in accordance with the specific directions and defined operations and methods and structures in the specification. Such directional nouns do not constitute a limitation to the present invention.

[0045] In the description of the present invention, it should be noted that, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed or detachable connections, direct or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0046] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A rear-wheel drive active steering electric drive axle, characterized by: include: A first drive motor (11), a second drive motor (12), a first central reducer (210), a second central reducer (220), a first wheel-side reducer (310), a second wheel-side reducer (320), a first half-shaft (61), a second half-shaft (62), and a differential (70); The first drive motor (11) is connected to the first central reducer (210), and the first central reducer (210) is connected to the first wheel-side reducer (310); The second drive motor (12) is connected to the second central reducer (220), and the second central reducer (220) is connected to the second wheel-side reducer (320); The first wheel-side speed reducer (310) is connected to one end of the first half-shaft (61), and the other end of the first half-shaft (61) is connected to the differential (70); the second wheel-side speed reducer (320) is connected to one end of the second half-shaft (62), and the other end of the second half-shaft (62) is connected to the differential (70); The first drive motor (11) is connected to the first primary driving cylindrical gear (211) of the first central reducer (210), and the first synchronizer (217) is connected to the sun gear (311) of the first wheel-side reducer (310); the coupling teeth of the first synchronizer (217) can be selectively connected to the first secondary first-gear driven cylindrical gear (214) or the first secondary second-gear driven cylindrical gear (216) of the first central reducer (210); the sun gear (311) of the first wheel-side reducer (310) is meshed with the first planetary gear (312) of the first wheel-side reducer (310). The first planetary gear (312) of the first wheel-side reducer (310) is meshed with the first ring gear (313) of the first wheel-side reducer (310); the first planetary carrier (314) of the first wheel-side reducer (310) is connected to the first wheel hub (41); the first ring gear (313) of the first wheel-side reducer (310) is connected to the first half-shaft (61); the first half-shaft (61) is connected to the first half-shaft gear (71a) of the differential (70), and the planetary gear (72) of the differential (70) is meshed with the first half-shaft gear (71a) of the differential (70); The second drive motor (12) is connected to the first-stage driving cylindrical gear (221) of the second central reducer (220), and the second synchronizer (227) is connected to the sun gear (321) of the second wheel-side reducer (320); the coupling teeth of the second synchronizer (227) can be selectively connected to the first-stage first-gear driven cylindrical gear (224) or the first-stage second-gear driven cylindrical gear (226) of the second central reducer (220); the sun gear (321) of the second wheel-side reducer (320) is meshed with the first planetary gear (322) of the second wheel-side reducer (320). The first planetary gear (322) of the second wheel-side reducer (320) is meshed with the first ring gear (323) of the second wheel-side reducer (320); the first planetary carrier (324) of the second wheel-side reducer (320) is connected to the second wheel hub (42); the first ring gear (323) of the second wheel-side reducer (320) is connected to the second half-shaft (62); the second half-shaft (62) is connected to the second half-shaft gear (71b) of the differential (70), and the planetary gear (72) of the differential (70) is meshed with the second half-shaft gear (71b) of the differential (70); The differential (70) includes: a clutch (74); The clutch (74) is arranged between the differential housing (73) and the second half shaft (62); the clutch (74) is used to control the engagement and disconnection of the second half shaft (62) and the differential housing (73); Alternatively, the differential (70) includes: a first motor (76) and a second motor (77); the first motor (76) and the second motor (77) are respectively connected to the planetary gear (72) of the differential (70); Alternatively, the differential (70) includes: a clutch (74), a first motor (76) and a second motor (77); the clutch (74) is arranged between the differential housing (73) and the second half-shaft (62); the clutch (74) is used to control the engagement and disconnection of the second half-shaft (62) and the differential housing (73); and the first motor (76) and the second motor (77) are respectively connected to the planetary gear (72) of the differential (70).

2. The rear-wheel drive active steering electric drive axle according to claim 1, characterized in that: A rotation speed sensor (75) is arranged on the second half shaft (62).

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