Integrated energy-saving electric drive axle transmission assembly and transmission method thereof

Abstract

The invention discloses an integrated energy-saving electric drive axle transmission assembly and a transmission method thereof. The integrated energy-saving electric drive axle transmission assembly comprises a motor, a speed reducer mechanism is connected with the motor, a differential mechanism is connected with the speed reducer mechanism and arranged in the speed reducer mechanism, and a commutator mechanism is connected with the differential mechanism and arranged in the speed reducer mechanism. According to the electric drive axle transmission assembly, the differential mechanism is integrally arranged in the speed reducer mechanism, and the differential mechanism is connected with the secondary driven gear on the speed reducer mechanism, so that the electric drive axle transmission assembly is compact in structure and high in integration degree, high-performance output of the electric drive axle transmission assembly is guaranteed, meanwhile, the size and the weight of the electric drive axle transmission assembly are reduced, and the cost is reduced. When the differential lock is used on a complex road surface, the transmission performance is effectively improved, the cross-country performance is improved, meanwhile, the differential lock structure is of a mechanical structure, the structure is simple, reliability is guaranteed, the performance is effectively improved, and meanwhile the production cost is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of electric drive axle transmission of electric vehicles, and particularly relates to an integrated energy-saving electric drive axle transmission assembly and a transmission method thereof. Background Art

[0002] Electric vehicles have made great progress in recent years as they adapt to the general trend of environmental protection development of energy conservation and emission reduction. As the core component of electric vehicles, the performance of electric drive axles directly affects the power and economy of electric vehicles.

[0003] The existing electric drive axle transmission assembly consists of a motor, a reduction gearbox, a differential and other structures, and has the following problems: 1. The electric drive axle transmission assembly is difficult to meet the requirements when encountering bad road conditions. When used on complex roads, the transmission performance cannot be effectively improved and cannot cope with the use of complex roads; 2. When the vehicle needs to turn on the spot, it will cause great wear and tear on the tires, transmission system and cement asphalt road surface, affecting the transmission stability and service life of the electric drive axle transmission assembly, and thus failing to meet the requirements of energy saving and environmental protection; 3. The existing electric drive axle transmission assembly is large in size and weight, and its structure is not compact, resulting in an excessively large overall installation space for the electric drive axle transmission assembly, which affects the assembly space allocation of the electric vehicle's transmission system; To this end, we propose an integrated energy-saving electric drive axle transmission assembly and a transmission method thereof. Summary of the Invention

[0004] The object of the present invention is to provide an integrated energy-saving electric drive axle transmission assembly and a transmission method thereof to solve the problems raised in the above background technology.

[0005] To achieve the above objectives, the present invention provides the following technical solutions: an integrated energy-saving electric drive axle transmission assembly, comprising: Motor; a reducer mechanism connected to the motor; a differential mechanism, the differential mechanism being connected to the speed reducer mechanism and being disposed within the speed reducer mechanism; A reversing mechanism is connected to the differential mechanism.

[0006] Preferably, the reducer mechanism includes a reducer end cover, a reducer housing, a first-stage reduction assembly and a second-stage reduction assembly; The reducer end cover and the motor are connected by bolts, and the reducer housing and the reducer end cover are connected by bolts. The reducer end cover and the reducer housing form a space for installing the first-stage reduction assembly and the second-stage reduction assembly; The output shaft of the motor is connected to the primary reduction assembly, and the primary reduction assembly is connected to the secondary reduction assembly.

[0007] Preferably, the first-stage reduction assembly includes a first-stage parallel shaft, a first-stage driving gear and a first-stage driven gear; The primary parallel shaft is rotatably mounted on the reducer end cover and the interior of the reducer housing through a bearing, the output shaft of the motor is connected to the primary parallel shaft, the primary driving gear is arranged on the primary parallel shaft, the primary driven gear is mounted on the secondary reduction assembly, and the primary driving gear and the primary driven gear are meshed and connected.

[0008] Preferably, the secondary reduction assembly includes a secondary parallel shaft, a secondary driving gear and a secondary driven gear; The secondary parallel shaft is rotatably mounted on the reducer end cover and the interior of the reducer housing through a bearing, the primary driven gear is mounted on the secondary parallel shaft, the secondary driving gear is mounted on the secondary parallel shaft, the secondary driven gear is rotatably mounted on the reducer end cover and the interior of the reducer housing, and the secondary driving gear and the secondary driven gear are meshed and connected.

[0009] Preferably, the differential mechanism includes a differential end cover, a differential housing, a differential left bevel gear, a differential right bevel gear and a differential planetary gear; The differential end cover and the differential housing are mounted on the secondary driven gear by bolts, two differential planetary gears are provided, the two differential planetary gears are rotatably mounted in the differential housing via a differential planetary gear shaft, and the two differential planetary gears are rotatably disposed at both ends of the differential planetary gear shaft respectively; The left bevel gear of the differential is mounted on the differential end cover through the left half shaft of the differential lock, and the right bevel gear of the differential is mounted on the differential housing through the right half shaft of the differential lock. One end of the right half shaft of the differential lock extends out of the outside of the reducer housing and is connected to a first output flange. The left bevel gear of the differential and the right half shaft of the differential lock are symmetrically arranged. The left bevel gear of the differential, the right half shaft of the differential lock and the two planetary gears of the speed reducer are distributed vertically, and the left bevel gear of the differential, the right half shaft of the differential lock and the two planetary gears of the speed reducer are meshed and connected.

[0010] Preferably, the differential mechanism further comprises a differential lock sleeve, a differential lock shifter and a differential lock shift link; One end of the differential lock left half shaft extends into the reversing mechanism, the differential lock sleeve is mounted on the differential lock left half shaft through a spline, and the differential lock sleeve moves along the differential lock left half shaft, a differential lock coupling tooth is provided on the side of the differential end cover facing the differential lock sleeve, and the differential lock sleeve and the differential lock coupling tooth are adapted to each other, the differential lock shifter is provided on the outside of the reversing mechanism, and an output end of the differential lock shifter is connected to the differential lock sleeve through the differential lock shift link.

[0011] Preferably, the commutator mechanism includes a commutator end cover, a commutator housing, a commutator left bevel gear, a commutator right bevel gear, and a commutator planetary gear; The commutator end cover is connected to the differential housing by bolts, the commutator housing is connected to the commutator end cover by bolts, the commutator left bevel gear is arranged in the commutator housing through the commutator left half shaft, the commutator left bevel gear is mounted on the commutator left half shaft through a bearing, the commutator left half shaft and the differential lock right half shaft are coaxially arranged, and the commutator right bevel gear is arranged in the commutator housing through the differential lock right half shaft; There are three commutator planetary gears, which are distributed in a ring shape in the commutator housing. The three commutator planetary gears are rotatably arranged in the commutator housing through the commutator planetary gear shaft, and the left bevel gear of the commutator, the right bevel gear of the commutator and the three commutator planetary gears are meshed and connected. One end of the left half shaft of the commutator extends out of the outside of the commutator housing and is connected to a second output flange.

[0012] Preferably, the reversing mechanism further comprises a reversing sleeve, a reversing shifter and a reversing shift connecting rod; The reversing sleeve is arranged on the left half shaft of the commutator through a spline, and the reversing sleeve moves along the left half shaft of the commutator. Reversing coupling teeth are provided on the side of the left bevel gear of the commutator and the right bevel gear of the commutator facing the reversing sleeve. The two ends of the reversing sleeve are respectively adapted to the reversing coupling teeth on the left bevel gear of the commutator and the right bevel gear of the commutator. The reversing shifter is arranged on the outside of the commutator housing, and the output end of the reversing shifter is connected to the reversing sleeve through the reversing shift connecting rod.

[0013] A transmission method for an integrated energy-saving electric drive axle transmission assembly, including a normal vehicle driving transmission mode, a vehicle escape driving transmission mode, and a vehicle in-situ turning driving transmission mode; The specific steps of the vehicle normal driving transmission mode are as follows: A1. When the vehicle is driving normally and traveling in a straight line on a flat road, the differential lock shifter adjusts the differential lock sleeve to gear position 1 via the differential lock shift linkage. The differential lock sleeve and the differential lock engaging teeth do not contact, and the differential mechanism functions to adjust the differential. The reversing shifter adjusts the reversing sleeve to gear position 3 via the reversing shift linkage. The reversing sleeve engages with the reversing engaging teeth on the bevel gear on the right side of the reversing mechanism. A2. The power generated by the motor is transmitted from the motor output shaft to the primary parallel shaft, which is then driven by the meshing transmission of the primary driving gear and the primary driven gear to drive the secondary parallel shaft to rotate. The secondary driving gear and the secondary driven gear mesh and transmit the power generated by the motor. The torque is increased after the power is reduced by the primary reduction assembly and the secondary reduction assembly. A3. Because the differential end cover and differential housing are bolted to the secondary driven gear, the power after passing through the reducer mechanism is transmitted by the differential planetary gear to the left and right bevel gears of the differential. The right bevel gear of the differential is then transmitted to the first output flange via the right half-shaft of the differential lock. The left bevel gear of the differential is then transmitted to the right bevel gear of the commutator via the left half-shaft of the differential lock. The reversing engaging teeth on the right bevel gear of the commutator engage with the reversing sleeve, transmitting power to the left half-shaft of the commutator. This power is then output from the second output flange, and then transmitted from the first and second output flanges to the vehicle wheel hubs on both sides, ensuring normal and stable vehicle operation. A4. When a vehicle turns on a flat road, the differential planetary gear rotates, creating a speed difference between the left and right differential lock axles. The differential mechanism then acts as a differential adjustment mechanism, reducing the speed of the inner wheel hub and increasing the speed of the outer wheel hub, enabling the vehicle to achieve a smooth turn. The specific steps of the vehicle escape driving transmission mode are as follows: B1. When the vehicle is driving to escape a jam and one of its drive wheels is stuck in mud or icy snow, the differential lock shifter adjusts the differential lock sleeve to gear position 2 via the differential lock shift linkage. The differential lock sleeve engages with the differential lock coupling teeth, disengaging the differential mechanism. The left axle and differential lock sleeve are locked. The reversing shifter adjusts the reversing sleeve to gear position 3 via the reversing shift linkage. The reversing sleeve engages with the reversing coupling teeth on the right bevel gear of the reversing mechanism. B2. The power generated by the motor is transmitted from the motor output shaft to the primary parallel shaft, which is then driven by the meshing transmission of the primary driving gear and the primary driven gear to drive the secondary parallel shaft to rotate. The secondary driving gear and the secondary driven gear are meshed and driven. The power generated by the motor is reduced and transmitted by the primary reduction assembly and the secondary reduction assembly, and the torque is increased. B3. Because the differential end cover and differential housing are bolted to the secondary driven gear, the differential mechanism loses its differential function. The differential lock sleeve and the left differential lock half-shaft rotate synchronously, causing the left and right differential lock half-shafts to rotate synchronously, causing the right differential lock half-shaft to transmit power to the first output flange. B4. Because the right bevel gear of the commutator is connected to the left half-shaft of the differential lock, the reversing engaging teeth on the right bevel gear of the commutator engage with the reversing sleeve, transmitting power to the left half-shaft of the commutator. This power is then output by the second output flange, causing the first and second output flanges to rotate synchronously with the same torque. After the power torque is increased by the reducer mechanism, the vehicle is freed. The specific steps of the vehicle in-situ steering driving transmission mode are as follows: C1. When the vehicle encounters a dead-end road and needs to turn around and return, the differential lock shifter adjusts the differential lock sleeve to gear position 2 via the differential lock shift linkage. The differential lock sleeve and the differential lock coupling teeth engage, and the differential mechanism is deactivated, locking the left differential half-shaft and differential lock sleeve. The reversing shifter adjusts the reversing sleeve to gear position 4 via the reversing shift linkage. The reversing sleeve engages the reversing coupling teeth on the left bevel gear of the reversing mechanism. C2. The power generated by the motor is transmitted from the motor output shaft to the primary parallel shaft, which is then driven by the meshing transmission of the primary driving gear and the primary driven gear to drive the secondary parallel shaft to rotate. The secondary driving gear and the secondary driven gear are meshed and driven. The power generated by the motor is reduced and transmitted by the primary reduction assembly and the secondary reduction assembly, and the torque is increased. C3. Because the differential end cover and differential housing are bolted to the secondary driven gear, the differential mechanism loses its differential action. The differential lock sleeve and the left differential lock half-shaft rotate synchronously, causing the left and right differential lock half-shafts to rotate synchronously, causing the right differential lock half-shaft to transmit power to the first output flange. C4. The right bevel gear of the commutator is connected to the left half-shaft of the differential lock. The right bevel gear of the commutator drives the planetary gear of the commutator to rotate, and the planetary gear of the commutator drives the bevel gear of the left half-shaft of the commutator to rotate. Since the reversing sleeve is meshed with the reversing engaging teeth on the left bevel gear of the commutator, the reversing sleeve drives the left half-shaft of the commutator to rotate. At this time, the left half-shaft of the commutator and the left half-shaft of the differential lock have opposite directions and the same torque, which makes the second output flange and the first output flange rotate in opposite directions, allowing the vehicle to achieve on-the-spot steering.

[0014] Preferably, in step A4, when the vehicle turns on a flat road, the differential planetary gear rotates, and the specific process of the speed difference between the differential lock left half shaft and the differential lock right half shaft is as follows: When a vehicle turns on a flat road, the turning radius of the outer wheel hub is larger, while the turning radius of the inner wheel hub is smaller. The differential planetary gear generates a rotation speed of W3, and increases the rotation speed of the outer wheel hub by ∆W, while reducing the rotation speed of the inner wheel hub by ∆W. Therefore, the speed difference caused by the vehicle turning is calculated as follows: W1=W0+∆W; W2=W0-∆W; ∆W=Zp / Zs-W3; Wherein, W0 represents the rotation speed of the secondary driven gear; W1 represents the rotation speed of the outer wheel hub of the vehicle; W2 represents the rotation speed of the inner wheel hub of the vehicle; ∆W represents the increased rotational speed of the vehicle's outer wheel hub or the decreased rotational speed of the vehicle's inner wheel hub; Zp represents the number of teeth on the differential planetary gear; Zs represents the number of teeth on the left / right bevel gear of the differential.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention integrates the differential mechanism into the reducer mechanism and connects the differential mechanism to the secondary driven gear on the reducer mechanism, making the electric drive axle transmission assembly compact, highly integrated, and more stable. It does not increase the additional assembly space of the electric drive axle transmission assembly, while ensuring the high performance output of the electric drive axle transmission assembly and saving the volume and weight of the electric drive axle transmission assembly. 2. In the present invention, a differential lock sleeve, a differential lock shifter, a differential lock shift link and a differential lock coupling tooth are provided on the differential mechanism. When the vehicle needs to escape from trouble, the differential lock shifter adjusts the differential lock sleeve to gear position 2 through the differential lock shift link, the differential lock sleeve and the differential lock coupling tooth are engaged, and the differential mechanism does not work, thereby locking the differential lock left half-shaft and the differential lock sleeve, so that the differential lock left half-shaft and the differential lock right half-shaft rotate synchronously, and then the vehicle wheel hubs on both sides obtain driving power synchronously, thereby ensuring that the vehicle can escape from trouble quickly, and the electric drive axle transmission assembly meets the requirements when encountering bad road conditions. When used on complex roads, the transmission performance is effectively improved, and it can cope with the use of complex roads, improve off-road performance, and extend service life. At the same time, the differential lock structure adopts a mechanical structure with a simple structure, which can reduce production costs while ensuring reliability and effectively improving performance. 3. The commutator mechanism of the present invention integrates the reversing function, and utilizes the characteristics of the bevel gear in combination with the differential to realize the vehicle's on-the-spot steering function. It has a compact structure, stable transmission, and strong load-bearing capacity. 4. The reducer mechanism of the present invention adopts a primary reduction assembly and a secondary reduction assembly to achieve the deceleration of the motor power, thereby achieving a high speed ratio and high torque of the vehicle power transmission, and improving the off-road performance of the vehicle; 5. The power source in the present invention is an electric motor, which can reduce carbon emissions and noise pollution compared to traditional engines, has a significant effect on improving energy utilization efficiency, reduces dependence on non-renewable resources, and helps promote energy diversification and security. The built-in differential and differential lock can reduce energy consumption, reduce mechanical wear, and achieve energy conservation and emission reduction effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the overall three-dimensional structure of the present invention; Figure 2 It is a schematic cross-sectional view of the present invention; Figure 3 It is a schematic cross-sectional view of the present invention; Figure 4 It is a partial cross-sectional structural schematic diagram of the present invention; Figure 5 It is a schematic diagram of a partially cutaway three-dimensional structure of the present invention.

[0017] In the figure: 1. Motor; 2. Reducer mechanism; 201. Reducer end cover; 202. Reducer housing; 203. Primary reduction assembly; 2031. Primary parallel shaft; 2032. Primary driving gear; 2033. Primary driven gear; 204. Secondary reduction assembly; 2041. Secondary parallel shaft; 2042. Secondary driving gear; 2043. Secondary driven gear; 3. Differential mechanism; 301. Differential end cover; 302. Differential housing; 303. Differential left bevel gear; 304. Differential right bevel gear; 305. Differential planetary gear; 306. Differential planetary gear shaft; 307. Differential Speed ​​lock left half shaft; 308, differential lock right half shaft; 309, first output flange; 310, differential lock sleeve; 311, differential lock shifter; 312, differential lock shift connecting rod; 313, differential lock coupling tooth; 4, commutator mechanism; 401, commutator end cover; 402, commutator housing; 403, commutator left bevel gear; 404, commutator right bevel gear; 405, commutator planetary gear; 406, commutator left half shaft; 407, commutator planetary gear shaft; 408, reversing sleeve; 409, reversing shifter; 410, reversing shift connecting rod; 411, reversing coupling tooth; 412, second output flange. DETAILED DESCRIPTION

[0018] The following will clearly and completely describe 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. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0019] See also Figure 1-Figure 5 The integrated energy-saving electric drive axle transmission assembly provided by the present invention includes: Motor 1; The reducer mechanism 2 is connected to the motor 1 and includes a reducer end cover 201, a reducer housing 202, a primary reduction assembly 203, and a secondary reduction assembly 204. The reducer end cover 201 and the motor 1 are connected by bolts, and the reducer housing 202 and the reducer end cover 201 are connected by bolts. The reducer end cover 201 and the reducer housing 202 form a space for installing the primary reduction assembly 203 and the secondary reduction assembly 204. The output shaft of the motor 1 is connected to the primary reduction assembly 203, and the primary reduction assembly 203 is connected to the secondary reduction assembly 204. The primary reduction assembly 203 includes a primary parallel shaft 2031, a primary driving gear 2032, and a primary driven gear 2033. The primary parallel shaft 2031 is rotatably mounted inside the reducer end cover 201 and the reducer housing 202 via a bearing. The output shaft of the motor 1 is connected to the primary parallel shaft 2031. The primary driving gear 2032 is disposed on the primary parallel shaft 2031. The primary driven gear 2033 is mounted on the secondary reduction assembly 204, and the primary driving gear 2032 and the primary driven gear 2033 are meshed and connected. The secondary reduction assembly 204 includes a secondary parallel shaft 2041, a secondary driving gear 2042, and a secondary driven gear 2043. The secondary parallel shaft 2041 is rotatably mounted inside the reducer end cover 201 and the reducer housing 202 via a bearing. The primary driven gear 2033 is mounted on the secondary parallel shaft 2041. The secondary driving gear 2042 is mounted on the secondary parallel shaft 2041. The secondary driven gear 2043 is rotatably mounted inside the reducer end cover 201 and the reducer housing 202, and the secondary driving gear 2042 and the secondary driven gear 2043 are meshed and connected. The reducer mechanism 2 of the present invention uses a primary reduction assembly 203 and a secondary reduction assembly 204 to achieve motor power deceleration, thereby achieving a high speed ratio and high torque for vehicle power transmission and improving the off-road performance of the vehicle. The differential mechanism 3 is connected to the reducer mechanism 2 and is arranged in the reducer mechanism 2. The differential mechanism 3 includes a differential end cover 301, a differential housing 302, a differential left bevel gear 303, a differential right bevel gear 304 and a differential planetary gear 305; the differential end cover 301 and the differential housing 302 are mounted on the secondary driven gear 2043 by bolts, and two differential planetary gears 305 are provided. The two differential planetary gears 305 are rotatably mounted in the differential housing 302 through the differential planetary gear shaft 306, and the two differential planetary gears 305 are rotatably arranged on the differential planetary gear shaft 306. 06; the left bevel gear 303 of the differential is installed on the differential end cover 301 through the left half shaft 307 of the differential lock, and the right bevel gear 304 of the differential is installed on the differential housing 302 through the right half shaft 308 of the differential lock. One end of the right half shaft 308 of the differential lock extends out of the outside of the reducer housing 202 and is connected to the first output flange 309. The left bevel gear 303 of the differential and the right half shaft 308 of the differential lock are symmetrically arranged. The left bevel gear 303 of the differential, the right half shaft 308 of the differential lock and the two planetary gears 305 of the speed reducer are vertically distributed, and the left bevel gear 303 of the differential, the right half shaft 308 of the differential lock and the two planetary gears 305 of the speed reducer are meshed and connected; The differential mechanism 3 further includes a differential lock sleeve 310, a differential lock shifter 311, and a differential lock shift link 312. One end of the differential lock left half-shaft 307 extends into the reversing mechanism 4. The differential lock sleeve 310 is mounted on the differential lock left half-shaft 307 via a spline, and the differential lock sleeve 310 moves along the differential lock left half-shaft 307. A differential lock engaging tooth 313 is provided on the side of the differential end cover 301 facing the differential lock sleeve 310, and the differential lock sleeve 310 and the differential lock engaging tooth 313 are adapted. The differential lock shifter 311 is disposed on the outside of the reversing mechanism 4, and an output end of the differential lock shifter 311 is connected to the differential lock sleeve 310 via the differential lock shift link 312. The differential lock mechanism has two gears. When the differential lock sleeve 310 is not in contact with the differential lock engaging teeth 313 on the left differential lock half shaft 307, it is gear 1. When the differential lock sleeve 310 slides and engages with the differential lock engaging teeth 313 on the left differential lock half shaft 307, it is gear 2. In the present invention, the differential mechanism 3 is integrated into the reducer mechanism 2, and the differential mechanism 3 is connected to the secondary driven gear 2043 on the reducer mechanism 2, so that the electric drive axle transmission assembly has a compact structure, a high degree of integration, and better stability. It does not increase the additional assembly space of the electric drive axle transmission assembly, and while ensuring the high performance output of the electric drive axle transmission assembly, it saves the volume and weight of the electric drive axle transmission assembly. In the present invention, a differential lock sleeve 310, a differential lock shifter 311, a differential lock shift link 312 and a differential lock engaging tooth 313 are provided on the differential mechanism 2. When the vehicle needs to escape from trouble, the differential lock shifter 311 adjusts the differential lock sleeve 310 to gear position 2 through the differential lock shift link 312, and the differential lock sleeve 310 and the differential lock engaging tooth 313 are engaged. The differential mechanism does not work, and the differential lock left half shaft 307 and the differential lock sleeve 310 are locked, so that the differential lock left half shaft 307 and the differential lock sleeve 310 are locked. The half shaft 307 and the right half shaft 308 of the differential lock rotate synchronously, so that the wheel hubs on both sides obtain driving power synchronously, thereby ensuring that the vehicle can quickly escape from trouble and making the electric drive axle transmission assembly meet the requirements when encountering poor road conditions. When used on complex roads, the transmission performance is effectively improved, and it can cope with the use of complex roads, improve off-road performance, and extend service life. At the same time, the differential lock structure adopts a mechanical structure with a simple structure, which ensures reliability and effectively improves performance while reducing production costs. The commutator mechanism 4 is connected to the differential mechanism 3. The commutator mechanism 4 includes a commutator end cover 401, a commutator housing 402, a commutator left bevel gear 403, a commutator right bevel gear 404, and a commutator planetary gear 405. The commutator end cover 401 is connected to the differential housing 302 by bolts, and the commutator housing 402 is connected to the commutator end cover 401 by bolts. The commutator left bevel gear 403 is arranged in the commutator housing 402 through the commutator left half shaft 406. The commutator left bevel gear 403 is installed on the commutator left half shaft 406 through a bearing. The commutator left half shaft 406 and the differential lock The right half shaft 308 is coaxially arranged, and the right bevel gear 404 of the commutator is arranged in the commutator housing 402 through the right half shaft 308 of the differential lock; three commutator planetary gears 405 are provided, and the three commutator planetary gears 405 are distributed in an annular shape in the commutator housing 402. The three commutator planetary gears 405 are rotatably arranged in the commutator housing 402 via the commutator planetary gear shaft 407, and the commutator left bevel gear 403, the commutator right bevel gear 404 and the three commutator planetary gears 405 are meshed and connected. One end of the commutator left half shaft 406 extends outside the commutator housing 402 and is connected to the second output flange 412. The reversing mechanism 4 further includes a reversing sleeve 408, a reversing shifter 409, and a reversing shift connecting rod 410. The reversing sleeve 408 is splined on the left half-shaft 406 of the commutator, and the reversing sleeve 408 moves along the left half-shaft 406 of the commutator. Reversing engaging teeth 411 are provided on the side of the left bevel gear 403 and the right bevel gear 404 of the commutator facing the reversing sleeve 408. The two ends of the reversing sleeve 408 are respectively adapted to the reversing engaging teeth 411 on the left bevel gear 403 and the right bevel gear 404 of the commutator. The reversing shifter 409 is provided on the outside of the commutator housing 402, and the output end of the reversing shifter 409 is connected to the reversing sleeve 408 via the reversing shift connecting rod 410. The commutator mechanism has two gears. When the reversing sleeve 408 is meshed with the right bevel gear 404 of the commutator, it is gear 3; when the reversing sleeve 408 is meshed with the left bevel gear 403 of the commutator, it is gear 4.

[0020] The commutator mechanism 4 in the present invention integrates a commutation function, and utilizes the characteristics of the bevel gear in combination with the differential to achieve the vehicle's on-the-spot steering function, with a compact structure, stable transmission, and strong load-bearing capacity.

[0021] The power source in the present invention is an electric motor, which can reduce carbon emissions and noise pollution compared to traditional engines, has a significant effect on improving energy utilization efficiency, reduces dependence on non-renewable resources, and helps promote energy diversification and security. The built-in differential and differential lock can reduce energy consumption, reduce mechanical wear, and achieve energy conservation and emission reduction effects.

[0022] The transmission method of the integrated energy-saving electric drive axle transmission assembly provided by the present invention includes a normal vehicle driving transmission mode, a vehicle escape driving transmission mode and a vehicle in-situ turning driving transmission mode; The specific steps of the vehicle normal driving transmission mode are as follows: A1. When the vehicle is driving normally and traveling in a straight line on a flat road, the differential lock shifter 311 adjusts the differential lock sleeve 310 to gear position 1 via the differential lock shift link 312. The differential lock sleeve 310 and the differential lock engaging tooth 313 do not contact each other, and the differential mechanism functions to adjust the differential speed. The reversing shifter 409 adjusts the reversing sleeve 408 to gear position 3 via the reversing shift link 410. The reversing sleeve 408 engages with the reversing engaging tooth 411 on the right bevel gear 404 of the reversing mechanism. A2. The power generated by motor 1 is transmitted from the motor output shaft to the primary parallel shaft 2031, which is then driven by the meshing transmission of the primary driving gear 2032 and the primary driven gear 2033 to drive the secondary parallel shaft 2041 to rotate. The secondary driving gear 2042 and the secondary driven gear 2043 are meshed and driven. The power generated by motor 1 is reduced by the primary reduction assembly 203 and the secondary reduction assembly 204, and the torque is increased. A3. Because the differential end cover 301 and differential housing 302 are bolted to the secondary driven gear 2043, the power after passing through the reducer mechanism 2 is transmitted by the differential planetary gear 305 to the left differential bevel gear 303 and the right differential bevel gear 304. The right differential bevel gear 304 is then transmitted to the first output flange 309 via the right differential lock half shaft 308. The left differential bevel gear 303 is then transmitted to the right commutator bevel gear 404 via the left differential lock half shaft 307. Due to the meshing of the reversing engaging teeth 411 and the reversing sleeve 408 on the right commutator bevel gear 404, the power is transmitted to the left commutator half shaft 406 and then output by the second output flange 412. The power is then transmitted from the first output flange 309 and the second output flange 412 to the vehicle wheel hubs on both sides, ensuring normal and stable driving of the vehicle. A4. When the vehicle turns on a flat road, the differential planetary gear 305 rotates, creating a speed difference between the left and right differential lock shafts 307 and 308. The differential mechanism then acts as a differential adjustment mechanism, reducing the speed of the inner wheel hub and increasing the speed of the outer wheel hub, allowing the vehicle to achieve a smooth turn. In step A4, when the vehicle turns on a flat road, the differential planetary gear 305 rotates, and the differential lock left half shaft 307 and the differential lock right half shaft 308 form a speed difference. The specific process is as follows: When a vehicle turns on a flat road, the turning radius of the outer wheel hub is larger, while the turning radius of the inner wheel hub is smaller. The differential planetary gear 305 generates a rotation speed of W3, and increases the rotation speed of the outer wheel hub by ΔW while reducing the rotation speed of the inner wheel hub by ΔW. Therefore, the speed difference caused by the vehicle turning is calculated as follows: W1=W0+∆W; W2=W0-∆W; ∆W=Zp / Zs-W3; Wherein, W0 represents the rotation speed of the secondary driven gear; W1 represents the rotation speed of the outer wheel hub of the vehicle; W2 represents the rotation speed of the inner wheel hub of the vehicle; ∆W represents the increased rotational speed of the vehicle's outer wheel hub or the decreased rotational speed of the vehicle's inner wheel hub; Zp represents the number of teeth on the differential planetary gear; Zs represents the number of teeth on the left / right bevel gear of the differential; The specific steps of the vehicle escape driving transmission mode are as follows: B1. When the vehicle is driving to escape a jam, one of its drive wheels gets stuck in mud or snow. The differential lock shifter 311 adjusts the differential lock sleeve 310 to gear position 2 via the differential lock shift link 312. The differential lock sleeve 310 engages with the differential lock coupling tooth 313, disengaging the differential mechanism. The left differential lock halfshaft 307 and the differential lock sleeve 310 are locked. The reversing shifter 409 adjusts the reversing sleeve 408 to gear position 3 via the reversing shift link 410. The reversing sleeve 408 engages with the reversing coupling tooth 411 on the right bevel gear 404 of the reversing mechanism. B2. The power generated by the motor 1 is transmitted from the motor output shaft to the primary parallel shaft 2031, which is then driven by the meshing transmission of the primary driving gear 2032 and the primary driven gear 2033 to drive the secondary parallel shaft 2041 to rotate. The secondary driving gear 2042 and the secondary driven gear 2043 are meshed and driven. The power generated by the motor 1 is reduced in torque after being transmitted by the primary reduction assembly 203 and the secondary reduction assembly 204. B3. Since the differential end cover 301 and the differential housing 302 are bolted to the secondary driven gear 2043, the differential mechanism loses its differential function. The differential lock sleeve 310 and the left differential lock half shaft 307 rotate synchronously, which in turn causes the left differential lock half shaft 307 and the right differential lock half shaft 308 to rotate synchronously, causing the right differential lock half shaft 308 to transmit power to the first output flange 309. B4. Because the right bevel gear 404 of the commutator is connected to the left half-shaft 307 of the differential lock, the reversing engaging teeth 411 on the right bevel gear 404 of the commutator engage with the reversing sleeve 408, transmitting power to the left half-shaft 406 of the commutator. The power is then output by the second output flange 412, causing the first output flange 309 and the second output flange 412 to rotate synchronously with the same torque. After the power torque is increased by the reducer mechanism 2, the vehicle is freed. The specific steps of the vehicle in-situ steering driving transmission mode are as follows: C1. When the vehicle encounters a dead-end road and needs to turn around and return, the differential lock shifter 311 adjusts the differential lock sleeve 310 to gear position 2 via the differential lock shift link 312. The differential lock sleeve 310 engages with the differential lock coupling tooth 313, and the differential mechanism is deactivated, locking the left differential lock half shaft 307 and the differential lock sleeve 310. The reversing shifter 409 adjusts the reversing sleeve 408 to gear position 4 via the reversing shift link 410. The reversing sleeve 408 engages with the reversing coupling tooth 411 on the left bevel gear 403 of the reversing mechanism. C2. The power generated by the motor 1 is transmitted from the motor output shaft to the primary parallel shaft 2031, which is driven by the meshing transmission of the primary driving gear 2032 and the primary driven gear 2033 to drive the secondary parallel shaft 2041 to rotate. The secondary driving gear 2042 and the secondary driven gear 2043 are meshed and driven. The power generated by the motor 1 is reduced by the primary reduction assembly 203 and the secondary reduction assembly 204, and the torque is increased. C3. Since the differential end cover 301 and the differential housing 302 are bolted to the secondary driven gear 2043, the differential mechanism loses its differential function. The differential lock sleeve 310 and the left differential lock half shaft 307 rotate synchronously, thereby causing the left differential lock half shaft 307 and the right differential lock half shaft 308 to rotate synchronously, causing the right differential lock half shaft 308 to transmit power to the first output flange 309. C4. The right bevel gear 404 of the commutator is connected to the left half shaft 307 of the differential lock. The right bevel gear 404 of the commutator drives the planetary gear 405 of the commutator to rotate. The planetary gear 405 drives the left bevel gear 403 of the commutator to rotate. Since the reversing sleeve 408 is engaged with the reversing coupling teeth 411 on the left bevel gear 403 of the commutator, the reversing sleeve 408 drives the left half shaft 406 of the commutator to rotate. At this time, the left half shaft 406 of the commutator and the left half shaft 307 of the differential lock have opposite directions and the same torque, which makes the second output flange 412 and the first output flange 309 rotate in opposite directions, so that the vehicle can achieve in-situ steering.

[0023] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. An integrated energy-saving electric drive axle transmission assembly, characterized in that: include, Motor (1); A reducer mechanism (2), the reducer mechanism (2) being connected to the motor (1); A differential mechanism (3), the differential mechanism (3) being connected to the reducer mechanism (2), and the differential mechanism (3) being arranged inside the reducer mechanism (2); A commutator mechanism (4), wherein the commutator mechanism (4) is connected to the differential mechanism (3).

2. The integrated energy-saving electric drive axle transmission assembly according to claim 1, characterized in that: The reducer mechanism (2) comprises a reducer end cover (201), a reducer housing (202), a primary reduction assembly (203) and a secondary reduction assembly (204); The reducer end cover (201) and the motor (1) are connected by bolts, the reducer housing (202) and the reducer end cover (201) are connected by bolts, and a space for mounting the primary reduction assembly (203) and the secondary reduction assembly (204) is formed inside the reducer end cover (201) and the reducer housing (202); The output shaft of the motor (1) is connected to the primary reduction assembly (203), and the primary reduction assembly (203) is connected to the secondary reduction assembly (204).

3. The integrated energy-saving electric drive axle transmission assembly according to claim 2 is characterized in that: The primary reduction assembly (203) comprises a primary parallel shaft (2031), a primary driving gear (2032) and a primary driven gear (2033); The primary parallel shaft (2031) is rotatably mounted inside the reducer end cover (201) and the reducer housing (202) via a bearing, the output shaft of the motor (1) is connected to the primary parallel shaft (2031), the primary driving gear (2032) is arranged on the primary parallel shaft (2031), the primary driven gear (2033) is mounted on the secondary reduction assembly (204), and the primary driving gear (2032) and the primary driven gear (2033) are meshingly connected.

4. The integrated energy-saving electric drive axle transmission assembly according to claim 3 is characterized by: The secondary reduction assembly (204) comprises a secondary parallel shaft (2041), a secondary driving gear (2042) and a secondary driven gear (2043); The secondary parallel shaft (2041) is rotatably mounted inside the reducer end cover (201) and the reducer housing (202) via a bearing, the primary driven gear (2033) is mounted on the secondary parallel shaft (2041), the secondary driving gear (2042) is mounted on the secondary parallel shaft (2041), the secondary driven gear (2043) is rotatably mounted inside the reducer end cover (201) and the reducer housing (202), and the secondary driving gear (2042) and the secondary driven gear (2043) are meshingly connected.

5. The integrated energy-saving electric drive axle transmission assembly according to claim 4 is characterized in that: The differential mechanism (3) comprises a differential end cover (301), a differential housing (302), a differential left bevel gear (303), a differential right bevel gear (304), and a differential planetary gear (305); The differential end cover (301) and the differential housing (302) are mounted on the secondary driven gear (2043) by means of bolts, two differential planetary wheels (305) are provided, the two differential planetary wheels (305) are rotatably mounted in the differential housing (302) via a differential planetary wheel shaft (306), and the two differential planetary wheels (305) are rotatably arranged at two ends of the differential planetary wheel shaft (306) respectively; The left bevel gear (303) of the differential is mounted on the differential end cover (301) via a left half shaft (307) of a differential lock, and the right bevel gear (304) of the differential is mounted on the differential housing (302) via a right half shaft (308) of a differential lock. One end of the right half shaft (308) of the differential lock extends out of the reducer housing (202) and is connected to a first output flange (309). The left bevel gear (303) of the differential and the right half shaft (308) of the differential lock are symmetrically arranged. The left bevel gear (303) of the differential, the right half shaft (308) of the differential lock and the two planetary gears (305) of the reducer are vertically distributed, and the left bevel gear (303) of the differential, the right half shaft (308) of the differential lock and the two planetary gears (305) of the reducer are meshingly connected.

6. The integrated energy-saving electric drive axle transmission assembly according to claim 5, characterized in that: The differential mechanism (3) further comprises a differential lock sleeve (310), a differential lock shifter (311) and a differential lock shift connecting rod (312); One end of the differential lock left half shaft (307) extends into the reversing mechanism (4); the differential lock sleeve (310) is mounted on the differential lock left half shaft (307) via a spline, and the differential lock sleeve (310) moves along the differential lock left half shaft (307); a differential lock engaging tooth (313) is provided on a side of the differential end cover (301) (303) facing the differential lock sleeve (310), and the differential lock sleeve (310) and the differential lock engaging tooth (313) are matched; the differential lock shifter (311) is provided on the outside of the reversing mechanism (4), and an output end of the differential lock shifter (311) is connected to the differential lock sleeve (310) via the differential lock shift connecting rod (312).

7. The integrated energy-saving electric drive axle transmission assembly according to claim 6, characterized in that: The commutator mechanism (4) comprises a commutator end cover (401), a commutator housing (402), a commutator left bevel gear (403), a commutator right bevel gear (404), and a commutator planetary gear (405); The commutator end cover (401) is connected to the differential housing (302) by bolts, the commutator housing (402) is connected to the commutator end cover (401) by bolts, the commutator left bevel gear (403) is arranged in the commutator housing (402) via the commutator left half shaft (406), the commutator left bevel gear (403) is mounted on the commutator left half shaft (406) via a bearing, the commutator left half shaft (406) and the differential lock right half shaft (308) are coaxially arranged, and the commutator right bevel gear (404) is arranged in the commutator housing (402) via the differential lock right half shaft (308); The commutator planetary gears (405) are provided in three numbers, and the three commutator planetary gears (405) are distributed in a ring shape in the commutator housing (402). The three commutator planetary gears (405) are rotatably arranged in the commutator housing (402) via a commutator planetary gear shaft (407), and the commutator left bevel gear (403), the commutator right bevel gear (404) and the three commutator planetary gears (405) are meshedly connected, and one end of the commutator left half shaft (406) extends out of the commutator housing (402) and is connected to a second output flange (412).

8. The integrated energy-saving electric drive axle transmission assembly according to claim 7 is characterized in that: The reversing mechanism (4) further comprises a reversing sleeve (408), a reversing shifter (409) and a reversing shift connecting rod (410); The reversing sleeve (408) is arranged on the left half shaft (406) of the commutator via a spline, and the reversing sleeve (408) moves along the left half shaft (406) of the commutator. Reversing coupling teeth (411) are arranged on the side of the left bevel gear (403) of the commutator and the side of the right bevel gear (404) of the commutator facing the reversing sleeve (408). The two ends of the reversing sleeve (408) are respectively matched with the reversing coupling teeth (411) on the left bevel gear (403) of the commutator and the right bevel gear (404) of the commutator. The reversing shifter (409) is arranged on the outside of the commutator housing (402), and the output end of the reversing shifter (409) is connected to the reversing sleeve (408) via the reversing shift connecting rod (410).

9. The transmission method of the integrated energy-saving electric drive axle transmission assembly according to claim 8, characterized in that: It includes a normal vehicle driving transmission mode, a vehicle escape driving transmission mode and a vehicle in-situ turning driving transmission mode; The specific steps of the normal driving transmission mode of the vehicle are as follows: A1. When the vehicle is in normal driving mode, the vehicle is traveling in a straight line on a flat road. At this time, the differential lock shifter (311) adjusts the differential lock sleeve (310) to gear position 1 through the differential lock shifting link (312). The differential lock sleeve (310) and the differential lock engaging tooth (313) are not in contact. The differential mechanism plays a differential adjustment role. The reversing shifter (409) adjusts the reversing sleeve (408) to gear position 3 through the reversing shifting link (410). The reversing sleeve (408) and the reversing engaging tooth (411) on the right bevel gear (404) of the reversing device are meshed and connected. A2. The power generated by the motor (1) is transmitted from the motor output shaft to the primary parallel shaft (2031), and the secondary parallel shaft (2041) is driven to rotate through the meshing transmission of the primary driving gear (2032) and the primary driven gear (2033). The secondary driving gear (2042) and the secondary driven gear (2043) are meshed and transmitted. The power generated by the motor (1) is reduced in torque after being transmitted through the primary reduction assembly (203) and the secondary reduction assembly (204); A3. Since the differential end cover (301) and the differential housing (302) are mounted on the secondary driven gear (2043) by bolts, the power after passing through the reducer mechanism (2) is transmitted by the differential planetary gear (305) to the left bevel gear (303) and the right bevel gear (304) of the differential. The right bevel gear (304) of the differential is transmitted to the first output flange (309) through the right half shaft (308) of the differential lock. The left bevel gear (304) of the differential is 03) The power is transmitted to the right bevel gear (404) of the commutator through the left half shaft (307) of the differential lock. Since the reversing coupling teeth (411) on the right bevel gear (404) of the commutator are meshed with the reversing sleeve (408), the power is transmitted to the left half shaft (406) of the commutator, and then outputted from the second output flange (412). The power is transmitted to the wheel hubs of the vehicle on both sides by the first output flange (309) and the second output flange (412), so that the vehicle can run normally and smoothly. A4. When the vehicle turns on a flat road, the differential planetary gear (305) rotates, and a speed difference is formed between the differential lock left half shaft (307) and the differential lock right half shaft (308). At this time, the differential mechanism plays a differential adjustment role, so that the speed of the inner wheel hub of the vehicle decreases and the speed of the outer wheel hub increases, so that the vehicle can turn smoothly. The specific steps of the vehicle escape driving transmission mode are as follows: B1. When the vehicle is in a state of unsettled driving, one of the driving wheels of the vehicle is stuck in a muddy or icy road. At this time, the differential lock shifter (311) adjusts the differential lock sleeve (310) to gear position 2 through the differential lock shifting link (312), the differential lock sleeve (310) and the differential lock coupling tooth (313) are meshed, the differential mechanism does not work, the differential lock left half shaft (307) and the differential lock sleeve (310) are locked, the reversing shifter (409) adjusts the reversing sleeve (408) to gear position 3 through the reversing shifting link (410), the reversing sleeve (408) and the reversing coupling tooth (411) on the right bevel gear (404) of the reversing device are meshed and connected; B2, the power generated by the motor (1) is transmitted from the motor output shaft to the primary parallel shaft (2031), and the secondary parallel shaft (2041) is driven to rotate through the meshing transmission of the primary driving gear (2032) and the primary driven gear (2033), and the secondary driving gear (2042) and the secondary driven gear (2043) are meshed and transmitted, and the power generated by the motor (1) is reduced in torque after being transmitted through the primary reduction assembly (203) and the secondary reduction assembly (204); B3. Since the differential end cover (301) and the differential housing (302) are mounted on the secondary driven gear (2043) by bolts, the differential mechanism loses its differential action, and the differential lock sleeve (310) and the differential lock left half shaft (307) rotate synchronously, thereby causing the differential lock left half shaft (307) and the differential lock right half shaft (308) to rotate synchronously, causing the differential lock right half shaft (308) to transmit power to the first output flange (309); B4. Since the right bevel gear (404) of the commutator is connected to the left half shaft (307) of the differential lock, the reversing coupling teeth (411) on the right bevel gear (404) of the commutator are meshed with the reversing sleeve (408), so that the power is transmitted to the left half shaft (406) of the commutator, and then outputted by the second output flange (412), so that the first output flange (309) and the second output flange (412) rotate synchronously with the same torque. After the power torque is increased by the reducer mechanism (2), the vehicle is freed from the jam; The specific steps of the vehicle in-situ steering driving transmission mode are as follows: C1. When the vehicle encounters an extreme dead-end road and needs to turn around and return, the differential lock shifter (311) adjusts the differential lock sleeve (310) to gear position 2 through the differential lock shifting link (312), the differential lock sleeve (310) and the differential lock coupling tooth (313) are meshed, the differential mechanism does not work, the differential lock left half shaft (307) and the differential lock sleeve (310) are locked, the reversing shifter (409) adjusts the reversing sleeve (408) to gear position 4 through the reversing shifting link (410), the reversing sleeve (408) and the reversing coupling tooth (411) on the left bevel gear (403) of the reversing device are meshed and connected; C2, the power generated by the motor (1) is transmitted from the motor output shaft to the primary parallel shaft (2031), and the secondary parallel shaft (2041) is driven to rotate through the meshing transmission of the primary driving gear (2032) and the primary driven gear (2033), and the secondary driving gear (2042) and the secondary driven gear (2043) are meshed and transmitted, and the power generated by the motor (1) is reduced in torque after being transmitted through the primary reduction assembly (203) and the secondary reduction assembly (204); C3. Since the differential end cover (301) and the differential housing (302) are mounted on the secondary driven gear (2043) by bolts, the differential mechanism loses its differential action, and the differential lock sleeve (310) and the differential lock left half shaft (307) rotate synchronously, thereby causing the differential lock left half shaft (307) and the differential lock right half shaft (308) to rotate synchronously, causing the differential lock right half shaft (308) to transmit power to the first output flange (309); C4, the right bevel gear (404) of the commutator is connected to the left half shaft (307) of the differential lock, the right bevel gear (404) of the commutator drives the planetary gear (405) of the commutator to rotate, and the planetary gear (405) of the commutator drives the left bevel gear (403) of the commutator to rotate. Since the reversing sleeve (408) and the reversing coupling teeth (411) on the left bevel gear (403) of the commutator are meshed and connected, the reversing sleeve (408) drives the left half shaft (406) of the commutator to rotate. At this time, the left half shaft (406) of the commutator and the left half shaft (307) of the differential lock have opposite directions and the same torque, thereby making the second output flange (412) and the first output flange (309) turn in opposite directions, so that the vehicle can achieve in-situ steering.

10. The transmission method of the integrated energy-saving electric drive axle transmission assembly according to claim 9, characterized in that: In step A4, when the vehicle turns on a flat road, the differential planetary gear (305) rotates, and the differential lock left half shaft (307) and the differential lock right half shaft (308) form a speed difference. The specific process is as follows: When the vehicle turns on a flat road, the turning radius of the outer wheel hub of the vehicle is large, and the turning radius of the inner wheel hub of the vehicle is small. The differential planetary gear (305) generates a rotation speed of W3, and increases the rotation speed of the outer wheel hub of the vehicle by ∆W, and reduces the rotation speed of the inner wheel hub of the vehicle by ∆W. Therefore, the speed difference calculation formula formed by the vehicle turning is as follows: W1=W0+∆W; W2=W0-∆W; ∆W=Zp / Zs-W3; Wherein, W0 represents the rotation speed of the secondary driven gear; W1 represents the rotation speed of the outer wheel hub of the vehicle; W2 represents the rotation speed of the inner wheel hub of the vehicle; ∆W represents the increased rotation speed of the outer wheel hub of the vehicle or the decreased rotation speed of the inner wheel hub of the vehicle; Zp represents the number of teeth of the differential planetary gear; Zs represents the number of teeth on the left / right bevel gear of the differential.

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