Dual-gear dual-output integrated electrically-driven axle speed reduction transmission device

Abstract

The invention discloses a double-gear double-output integrated electric drive axle speed reduction transmission device which comprises a motor output shaft, the motor output shaft is connected with a gear shaft through a first-stage duplicate gear set spline, and the gear shaft is connected with an input shaft through a second-stage duplicate gear set spline. A low-gear gear set and a high-gear gear set are arranged on the outer side wall of the input shaft. According to the gear-shifting speed reducer, the structural design of the gear-shifting speed reducer is achieved through engagement of the spline housing, the problem that a traditional single-gear new energy light truck can maintain efficient area work only under few working conditions is solved, it is guaranteed that a motor can continuously work in the efficient area under various working conditions, and the working efficiency of the motor is improved. The speed reducer and the motor are coaxially designed, a duplex gear mechanism is selected, the radial size is greatly reduced, the radial size is shortened by 30% compared with an electric drive axle product of the same grade, the design is more compact, the speed reducer is more compact in size and more convenient to install, the efficient working area of the motor is wider, the power performance of a vehicle is better, and the endurance mileage of the vehicle is increased.

Description

Technical Field

[0001] The present invention relates to a transmission device, in particular to a dual-gear dual-output integrated electric drive axle reduction transmission device, belonging to the technical field of new energy light truck drive axles. Background Art

[0002] New energy light trucks refer to light trucks that use unconventional automotive fuels as power sources and integrate advanced technologies in vehicle power control and driving to form advanced technical principles, new technologies, and new structures. The drive axle consists of a main reducer, differential, wheel transmission device, and drive axle housing. The power transmitted from the universal transmission device is folded at an angle of 90° to change the direction of force transmission, and the main reducer reduces the speed, increases the torque, and then distributes it to the left and right half shafts and drive wheels through the differential.

[0003] The 3.5-ton integrated electric drive axle is mainly used in the rear electric drive axle reduction mechanism of 6.5-ton new energy (hybrid, pure electric, extended-range, fuel cell, etc.) light trucks. Most of the existing products are two-axis single-speed structure transmission, the motor efficiency is low, the reduction box is large, and the requirements for the size layout of the reduction box are high. Especially in the mileage anxiety stage of electric vehicles, the single efficient working area of ​​the motor not only affects the vehicle's power, but also reduces the vehicle's cruising range. Therefore, a dual-speed dual-output integrated electric drive axle reduction transmission device is proposed. Summary of the invention

[0004] The object of the present invention is to provide a dual-gear dual-output integrated electric drive axle reduction transmission device to solve the problems raised in the above background technology.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a dual-speed dual-output integrated electric drive axle reduction transmission device, comprising a motor output shaft, the motor output shaft is spline-connected to a gear shaft via a first-stage double gear set, the gear shaft is spline-connected to an input shaft via a second-stage double gear set, a low-speed gear set and a high-speed gear set are provided on the outer wall of the input shaft, a spline sleeve is slidably connected to the outer wall of the input shaft, and a shift fork is fixedly connected to the outer wall of the spline sleeve.

[0006] As a further preferred embodiment of the technical solution: the first-stage double gear set includes a first-stage double input gear and a first-stage double output gear; The first-stage duplex input gear is fixedly connected to the outer side wall of the motor output shaft, the first-stage duplex output gear is fixedly connected to the outer side wall of the gear shaft, and the first-stage duplex input gear is meshed with the first-stage duplex output gear.

[0007] As a further preferred embodiment of the present technical solution: the second-stage double gear set includes a second-stage double input gear and a second-stage double output gear; The second-stage duplex input gear is fixedly connected to the outer side wall of the gear shaft, the second-stage duplex output gear is fixedly connected to the outer side wall of the input shaft, and the second-stage duplex input gear is meshed with the second-stage duplex output gear.

[0008] As a further preferred embodiment of the present technical solution: the low-speed gear set comprises a low-speed input gear and a low-speed output gear; The low-speed gear input gear is rotatably connected to the outer side wall of the input shaft through a needle bearing, and the low-speed gear input gear is meshed with the low-speed gear output gear.

[0009] As a further preferred embodiment of the technical solution: a right differential case is fixedly connected to one side of the low gear output gear.

[0010] As a further preferred embodiment of the technical solution: the high-speed gear set includes a high-speed input gear and a high-speed output gear; The high-speed gear input gear is rotatably connected to the outer side wall of the input shaft through a needle bearing, and the high-speed gear input gear is meshed with the high-speed gear output gear.

[0011] As a further preferred embodiment of the technical solution: a left differential case is fixedly connected to one side of the high-speed output gear.

[0012] As a further preferred embodiment of the technical solution: the outer side wall of the left differential case is rotatably connected to the left half-cover of the differential, and the outer side wall of the right differential case is rotatably connected to the right half-cover of the differential.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: the present invention solves the problem that the traditional single-speed new energy light truck can only maintain high-efficiency operation under a few working conditions by meshing the gear reducer without a synchronizer spline sleeve, and ensures that the motor can continue to work in the high-efficiency zone under various working conditions, greatly increasing the working efficiency of the motor. The reducer and the motor are designed coaxially, and a double-tooth mechanism is selected, and the radial dimension is greatly reduced, which is 30% shorter than the radial dimension of the same-level electric drive axle products. The design is more compact, the reducer is more compact and easier to install, the motor has a wider high-efficiency working area, the vehicle has better power performance, and the vehicle's cruising range is increased. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a cross-sectional structural schematic diagram of the present invention; Figure 2 It is a schematic diagram of the structure of the spline sleeve of the present invention; Figure 3 It is a schematic diagram of the enlarged structure of point A of the present invention.

[0015] In the figure: 11, motor output shaft; 12, first-stage double gear set; 121, first-stage double input gear; 122, first-stage double output gear; 13, gear shaft; 15, second-stage double gear set; 151, second-stage double input gear; 152, second-stage double output gear; 17, low-speed gear set; 171, low-speed input gear; 172, low-speed output gear; 19, shift fork; 20, spline sleeve; 21, high-speed gear set; 211, high-speed input gear; 212, high-speed output gear; 22, input shaft; 24, differential left case; 25, differential left half cover; 26, differential right half cover; 27, differential right case. Implementation

[0016] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention. Example

[0017] See also Figure 1-3 The present invention provides a technical solution: a dual-speed dual-output integrated electric drive axle reduction transmission device, including a motor output shaft 11, the motor output shaft 11 is spline-connected to a gear shaft 13 through a first-stage double gear set 12, the gear shaft 13 is spline-connected to an input shaft 22 through a second-stage double gear set 15, a low-speed gear set 17 and a high-speed gear set 21 are provided on the outer wall of the input shaft 22, a spline sleeve 20 is slidably connected to the outer wall of the input shaft 22, and a shift fork 19 is fixedly connected to the outer wall of the spline sleeve 20.

[0018] In this embodiment, specifically: the first-stage double gear set 12 includes a first-stage double input gear 121 and a first-stage double output gear 122; The first-stage double input gear 121 is fixedly connected to the outer wall of the motor output shaft 11, and the first-stage double output gear 122 is fixedly connected to the outer wall of the gear shaft 13. The first-stage double input gear 121 is meshed with the first-stage double output gear 122. The first-stage double input gear 121 drives the two first-stage double output gears 122 to rotate, thereby realizing the transmission between the motor output shaft 11 and the gear shaft 13.

[0019] In this embodiment, specifically: the second-stage double gear set 15 includes a second-stage double input gear 151 and a second-stage double output gear 152; The second-stage double input gear 151 is fixedly connected to the outer wall of the gear shaft 13, and the second-stage double output gear 152 is fixedly connected to the outer wall of the input shaft 22. The second-stage double input gear 151 is meshed with the second-stage double output gear 152. The second-stage double input gear 151 drives the two second-stage double output gears 152 to rotate, thereby realizing the transmission between the gear shaft 13 and the input shaft 22.

[0020] In this embodiment, specifically: the low-speed gear set 17 includes a low-speed input gear 171 and a low-speed output gear 172; The low-speed input gear 171 is rotatably connected to the outer wall of the input shaft 22 via a needle bearing, and the low-speed input gear 171 is meshed with the low-speed output gear 172 .

[0021] In this embodiment, specifically: one side of the low-speed gear output gear 172 is fixedly connected to the right differential housing 27, and when the low-speed gear input gear 171 rotates, it can drive the low-speed gear output gear 172 to rotate, and the low-speed gear output gear 172 cooperates with the right differential housing 27 to output torque.

[0022] In this embodiment, specifically: the high-speed gear set 21 includes a high-speed input gear 211 and a high-speed output gear 212; The high-speed input gear 211 is rotatably connected to the outer wall of the input shaft 22 via a needle bearing, and the high-speed input gear 211 is meshed with the high-speed output gear 212 .

[0023] In this embodiment, specifically: one side of the high-speed output gear 212 is fixedly connected to the differential left housing 24, and when the high-speed input gear 211 rotates, it can drive the high-speed output gear 212 to rotate, and the high-speed output gear 212 cooperates with the differential left housing 24 to output torque.

[0024] In this embodiment, specifically: the outer side wall of the left differential case 24 is rotatably connected to the left half differential cover 25 , and the outer side wall of the right differential case 27 is rotatably connected to the right half differential cover 26 .

[0025] Working principle or structural principle, when in use, the motor output shaft 11 outputs torque to the first-stage double output gear 122 through the first-stage double input gear 121, the first-stage double output gear 122 outputs torque to the gear shaft 13, the gear shaft 13 outputs torque to the second-stage double output gear 152 through the second-stage double input gear 151, and the second-stage double output gear 152 outputs torque to the input shaft 22. The high-speed input gear 211 and the low-speed input gear 171 maintain relative rotation with the input shaft 22 through needle bearings, the spline sleeve 20 and the input shaft 22 are splined to synchronously transmit torque, the spline sleeve 20 is moved left and right by the shift fork to achieve meshing with the high and low gear input gears to transmit torque, and the high and low gear output gears are respectively connected to the left and right half shells of the differential to output torque required by different gears. In high gear, the spline sleeve 20 is meshed with the high gear input gear 211 and is separated from the low gear input gear 171. At this time, the low gear input gear 171 is in a stopped state. Only the high gear input gear 211 outputs torque under the action of the spline sleeve 20 to transfer torque to the high gear output gear 212, thereby transferring torque to the differential and then to the half shaft. At this time, it is a small speed ratio. In climbing gear, the spline sleeve 20 is meshed with the low gear input gear 171 and is separated from the high gear input gear 211. Only the low gear input gear 171 transfers torque to the differential and further to the half shaft under the action of the spline sleeve 20. At this time, it is a large speed ratio, which ensures that the motor can continue to work in the high-efficiency zone under various working conditions, greatly increasing the working efficiency of the motor.

[0026] Although 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 the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A dual-gear dual-output integrated electric drive axle reduction transmission device, comprising a motor output shaft (11), characterized in that: The motor output shaft (11) is spline-connected to a gear shaft (13) via a first-stage double gear set (12); the gear shaft (13) is spline-connected to an input shaft (22) via a second-stage double gear set (15); a low-speed gear set (17) and a high-speed gear set (21) are provided on an outer wall of the input shaft (22); a spline sleeve (20) is slidably connected to the outer wall of the input shaft (22); and a shift fork (19) is fixedly connected to the outer wall of the spline sleeve (20).

2. A dual-gear dual-output integrated electric drive axle reduction transmission device according to claim 1, characterized in that: The first-stage double gear set (12) comprises a first-stage double input gear (121) and a first-stage double output gear (122); The first-stage duplex input gear (121) is fixedly connected to the outer wall of the motor output shaft (11), the first-stage duplex output gear (122) is fixedly connected to the outer wall of the gear shaft (13), and the first-stage duplex input gear (121) is meshed with the first-stage duplex output gear (122).

3. The dual-gear dual-output integrated electric drive axle reduction transmission device according to claim 2, characterized in that: The second-stage double gear set (15) comprises a second-stage double input gear (151) and a second-stage double output gear (152); The second-stage duplex input gear (151) is fixedly connected to the outer wall of the gear shaft (13), the second-stage duplex output gear (152) is fixedly connected to the outer wall of the input shaft (22), and the second-stage duplex input gear (151) is meshed with the second-stage duplex output gear (152).

4. A dual-gear dual-output integrated electric drive axle reduction transmission device according to claim 3, characterized in that: The low-speed gear set (17) comprises a low-speed input gear (171) and a low-speed output gear (172); The low-speed gear input gear (171) is rotatably connected to the outer wall of the input shaft (22) via a needle bearing, and the low-speed gear input gear (171) is meshed with the low-speed gear output gear (172).

5. The dual-gear dual-output integrated electric drive axle reduction transmission device according to claim 4, characterized in that: A right differential housing (27) is fixedly connected to one side of the low-speed gear output gear (172).

6. A dual-gear dual-output integrated electric drive axle reduction transmission device according to claim 5, characterized in that: The high-speed gear set (21) comprises a high-speed input gear (211) and a high-speed output gear (212); The high-speed gear input gear (211) is rotatably connected to the outer wall of the input shaft (22) via a needle bearing, and the high-speed gear input gear (211) is meshed with the high-speed gear output gear (212).

7. A dual-gear dual-output integrated electric drive axle reduction transmission device according to claim 6, characterized in that: A left differential housing (24) is fixedly connected to one side of the high-speed output gear (212).

8. The dual-gear dual-output integrated electric drive axle reduction transmission device according to claim 7, characterized in that: The outer side wall of the left differential housing (24) is rotatably connected to the left differential half cover (25), and the outer side wall of the right differential housing (27) is rotatably connected to the right differential half cover (26).

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