Two-gear commercial vehicle electric drive axle with power takeoff

Abstract

The invention relates to the technical field of electric drive axles, and discloses a second-gear commercial vehicle electric drive axle with a power takeoff, which comprises a drive motor and an input shaft, the input shaft is connected with the drive motor, and a first-gear driving gear and a second-gear driving gear are arranged on the input shaft; the first intermediate shaft comprises a first-gear driven gear and a second-gear driven gear, a gear hub is arranged on the first intermediate shaft, a gear sleeve is arranged on the gear hub, and an S2 driving gear is further arranged on the first intermediate shaft; the power takeoff comprises a power takeoff driving gear and a power takeoff driven gear, the power takeoff driving gear is connected with the first-gear driven gear, and the power takeoff driven gear is in meshed connection with the power takeoff driving gear; a driving gear S3 and a driven gear S2 are arranged on the intermediate shaft II; and the differential assembly comprises a driven gear S3, a left half shaft and a right half shaft. The power takeoff driving gear is connected with the first-gear driven gear through the spline, power can be takeoff during traveling and parking, and the problems that a power takeoff is difficult to arrange and the arrangement structure is complex are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive axles, and in particular to a second-gear electric drive axle for commercial vehicles with a power take-off. Background Art

[0002] At present, the drive forms applicable to new energy heavy-duty trucks are roughly divided into two types: central drive and electric drive axle. The central drive form has been widely used in heavy-duty trucks. Similar to traditional models, it generally uses an electric motor with a multi-speed reducer, and connects the rear axle through a transmission shaft to achieve power transmission. The structure is relatively simple, but it occupies a large space, which is not conducive to releasing battery space and affects vehicle endurance. Therefore, many OEMs have started research on electric drive axles.

[0003] The existing electric drive axles have the following problems:

[0004] 1. Due to the integration problem, the motor, reducer, axle and brake are integrated together, and the overall size is large. Since the suspension space of the whole vehicle is very limited, it is very difficult to arrange the power take-off. In addition, when the whole vehicle takes power under driving conditions, a certain vehicle speed is required. However, due to the speed limit of the power take-off oil pump, the working speed of the power take-off cannot be too fast, but at the same time, the power take-off must have a large torque output. The above reasons make it often impossible to arrange the power take-off on the electric drive axle, or the arrangement of the power take-off requires the design of a very complex power take-off mechanism. When the power take-off cannot be arranged, the application scenarios of the electric drive axle are very limited, and the product competitiveness is insufficient. When the power take-off function is realized through a complex power take-off mechanism, the whole bridge structure is complex, the overall size is large, the weight is large, the efficiency is low, and the cost is high.

[0005] 2. Due to the structural limitations of the electric drive axle, the electric drive axle shift system is arranged at the rear end of the power transmission chain, generally after the third stage. The entire shift system has a large structure size, heavy system weight, and large moment of inertia. The reverse drag torque during shifting makes the shift force large. In addition, the shifting is arranged at the rear end of the transmission chain. The gear hub and gear sleeve of the entire shifting system are subject to large torque, which requires the design of large shift actuators, shift forks, gear hubs, and gear sleeves, which greatly increases the overall size, weight, and cost of the shifting system.

[0006] 3. At present, the shifting system adopts a single component that is designed and developed separately and then assembled on the whole bridge. It has not formed a modular design of the system, which is very inconvenient for the installation, maintenance and troubleshooting of the shifting system. In addition, the current shifting system verification requires the verification of the whole bridge, and it is impossible to verify the module of the individual shifting system. There are disadvantages such as the difficulty of the whole test, long cycle and high cost.

[0007] 4. Each electric drive axle can only be matched with one motor, and the overall performance of the whole axle is very limited, which makes the application scenario and working condition of the whole axle very single;

[0008] 5. At present, parallel-axis electric drive axles all use oil-stirring lubrication. In order to reduce the longitudinal space, parallel-axis electric drive axles often need to make full use of the vertical space. Therefore, some gears and bearings are relatively high from the oil level, making it difficult to lubricate each gear and bearing by oil stirring, which greatly reduces the life of the gears and bearings. In order to solve the lubrication problem, some electric drive axles add a large amount of lubricating oil to raise the overall oil level. However, the electric drive axle has a huge oil stirring loss and a high overall heat generation, which greatly reduces the service life of the lubricating oil and the overall efficiency of the electric drive axle. Summary of the invention

[0009] The present invention aims to solve the problems of the existing electric drive axle having a complex structure, being difficult to install a power take-off, having low efficiency, and having a single working condition.

[0010] In order to solve the above technical problems, the technical solution of the present invention is to provide a two-speed commercial vehicle electric drive axle with a power take-off, comprising:

[0011] A drive motor for providing power to the electric drive axle;

[0012] An input shaft, the input shaft is connected to the driving motor and is provided with a first gear driving gear and a second gear driving gear;

[0013] Intermediate shaft 1, including a first-gear driven gear and a second-gear driven gear which are loosely sleeved on the intermediate shaft 1 by using a bearing, a gear hub is provided on the intermediate shaft 1 between the first-gear driven gear and the second-gear driven gear, the gear hub is normally connected to the intermediate shaft 1, a gear sleeve is provided on the gear hub, the first-gear driven gear and the second-gear driven gear are provided with shift engaging teeth which can mesh with the gear sleeve, and an S2 driving gear is provided on the intermediate shaft 1 outside the second-gear driven gear;

[0014] A power take-off device, comprising a power take-off driving gear and a power take-off driven gear, wherein the power take-off driving gear is connected to a first gear driven gear, and the power take-off driven gear is a shaft gear structure connected to the power take-off device and meshedly connected to the power take-off driving gear;

[0015] a second intermediate shaft, on which is provided an S3 driving gear and an S2 driven gear meshing with the S2 driving gear;

[0016] The differential assembly comprises an S3 driven gear, a left half shaft and a right half shaft which are bolted to the differential assembly, wherein the left half shaft and the right half shaft are respectively connected to the half shaft gears in the differential assembly.

[0017] Optionally, a differential lock is provided on the left half shaft, and the differential lock is connected to the differential assembly.

[0018] Optionally, a coupling sleeve is provided at one end of the power take-off connected to the driven gear of the power take-off, an external spline is provided on the shaft of the driven gear of the power take-off, the coupling sleeve is connected to the driven gear of the power take-off through the external spline, and a spring is provided in the power take-off.

[0019] Optionally, a power take-off oil pump is also included, and an internal spline is provided at one end of the power take-off that is not connected to the driven gear of the power take-off, and the power take-off oil pump is normally connected to the power take-off through the internal spline.

[0020] Optionally, the input shaft is connected to the drive motor via a spline.

[0021] Optionally, the first gear driving gear is fixedly connected to the input shaft to form a shaft tooth structure, the second gear driving gear is splined to the input shaft, the gear hub is normally connected to the intermediate shaft 1 through the spline, and the S2 driving gear is fixedly connected to the intermediate shaft 1 to form a shaft tooth structure.

[0022] Optionally, the power take-off driving gear is connected to the first gear driven gear via a spline; the S3 driving gear is fixedly connected to the second intermediate shaft to form a shaft tooth structure, and the S2 driven gear is spline connected to the second intermediate shaft.

[0023] In summary, the present invention has at least one of the following beneficial effects:

[0024] 1. The present invention adds a pair of power take-off gear pairs, connects the power take-off driving gear with the first gear driven gear through a spline, solves the problem of overall space limitation of the electric drive axle, can take power when driving and parking, and solves the problem of difficult layout of the power take-off and very complicated layout structure.

[0025] 2. The present invention solves the problems that the electric drive axle has a limited space structure and the shifting system is arranged at the rear end of the power transmission chain, resulting in large shifting force, large gear hub and gear sleeve size, large overall shifting system size, heavy weight, and high parts cost.

[0026] 3. The present invention designs the shifting system into a modular product, which is very convenient for product installation, maintenance, and troubleshooting, and also solves the shortcomings of a single shifting system, such as difficulty in testing, long testing cycle, and high cost.

[0027] 4. The present invention can be adapted to a variety of motors. By selecting motors with different performances, different power outputs can be achieved without changing any other housing structure or transmission structure, thereby solving the problem of not having to develop an electric drive axle separately for a certain application scenario or a certain usage condition.

[0028] 5. The present invention solves the problem of difficult lubrication of some gear bearings of the parallel shaft electric drive axle by adding an electronic oil pump, thereby increasing the life of the gears and bearings. It also solves the problem of low service life of the lubricating oil and low assembly efficiency of the parallel shaft electric drive axle due to oil stirring. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0030] Figure 2 This is a schematic diagram of the first gear transmission of the present invention;

[0031] Figure 3 This is a schematic diagram of the second gear transmission of the present invention;

[0032] In the figure: 1. driving motor; 2. input shaft; 3. second gear driving gear; 4. first gear driven gear; 5. second gear driven gear; 6. power take-off driving gear; 7. power take-off driven gear; 8. intermediate shaft 1; 9. gear sleeve; 10. gear hub; 11. S2 driven gear; 12. intermediate shaft 2; 13. S3 driven gear; 14. differential assembly; 15. differential lock; 16. left half shaft; 17. right half shaft; 18. power take-off; 19. power take-off oil pump. DETAILED DESCRIPTION

[0033] The following combination Figure 1-3 The present invention is described in further detail.

[0034] The present invention discloses a second-gear electric drive axle for commercial vehicles with a power take-off, which can be used for vehicles in different scenarios such as sanitation vehicles, logistics trucks, tractors, and bus tours, and has strong adaptability. Figure 1 ,include:

[0035] A drive motor 1, used to provide power for the electric drive axle;

[0036] An input shaft 2, which is connected to the driving motor 1 via a spline, and is provided with a first-gear driving gear and a second-gear driving gear 3;

[0037] The intermediate shaft 8 includes a first-gear driven gear 4 and a second-gear driven gear 5 which are loosely sleeved on the intermediate shaft 8 by bearings. A gear hub 10 is provided between the first-gear driven gear 4 and the second-gear driven gear 5. The gear hub 10 is normally connected to the intermediate shaft 8. A gear sleeve 9 is provided on the gear hub 10. The first-gear driven gear 4 and the second-gear driven gear 5 are provided with shift engaging teeth which can mesh with the gear sleeve 9. An S2 driving gear is provided on the intermediate shaft 8 outside the second-gear driven gear 5.

[0038] Specifically, the first gear driving gear is fixedly connected to the input shaft 2 to form a shaft-tooth structure, the second gear driving gear 3 is spline-connected to the input shaft 2, the gear hub 10 is normally connected to the intermediate shaft 8 through the spline, and the S2 driving gear is fixedly connected to the intermediate shaft 8 to form a shaft-tooth structure.

[0039] The power take-off 18 includes a power take-off driving gear 6 and a power take-off driven gear 7. The power take-off driving gear 6 is connected to the first gear driven gear 4 through a spline. The power take-off driven gear 7 is a shaft gear structure connected to the power take-off 18 and meshedly connected to the power take-off driving gear 6.

[0040] A coupling sleeve is provided at one end of the power take-off 18 connected to the power take-off driven gear 7, an external spline is provided on the shaft of the power take-off driven gear 7, the coupling sleeve is connected to the power take-off driven gear 7 through the external spline, a spring is provided inside the power take-off 18, and a power take-off oil pump 19 is also included, an internal spline is provided at one end of the power take-off 18 not connected to the power take-off driven gear 7, and the power take-off oil pump 19 is always connected to the power take-off 18 through the internal spline;

[0041] The second intermediate shaft 12 is provided with an S3 driving gear and an S2 driven gear 11 meshing with the S2 driving gear; the S3 driving gear is fixedly connected to the second intermediate shaft 12 to form a shaft gear structure, and the S2 driven gear 11 is spline-connected to the second intermediate shaft 12;

[0042] The differential assembly 14 includes an S3 driven gear 13, a left half shaft 16 and a right half shaft 17 which are bolted to the differential assembly 14. The left half shaft 16 and the right half shaft 17 are respectively connected to the half shaft gears in the differential assembly 14. The left half shaft 17 is provided with a differential lock 15, and the differential lock 15 is connected to the differential assembly 14.

[0043] When the present invention is working, Figure 2 As shown, in the first gear condition, the shift actuator drives the gear sleeve 9 to move leftward, so that the gear hub 10 is connected to the first gear driven gear 4, and the power is transmitted to the S2 driving gear pair through the first gear driving gear pair, and then transmitted to the S3 driving gear pair from the S2 driving gear pair, and then transmitted to the differential assembly 14, and finally the power is output from the half shaft;

[0044] In the second gear, refer to Figure 3 , the shift actuator drives the gear sleeve 9 to move rightward, so that the gear hub 10 is connected to the second gear driven gear 5, and the power is transmitted to the differential assembly 14 through the second gear driving gear pair, the S2 driving gear pair and the S3 driving gear, and finally the power is output from the half shaft. When the electric drive bridge slips under the first or second gear working condition, the left half shaft 15 and the differential assembly 14 can be connected into one body through the differential lock 15 to solve the power distribution problem under the slipping working condition. Under the neutral working condition, the gear sleeve 9 is in the middle position. At this time, the first gear main driven gear and the second gear main driven gear are in an idling state, and there is no power output;

[0045] The power take-off driving gear 6 is connected to the first gear driven gear 4 through a spline. The power take-off system is designed at the front end of the shifting system, which can meet the dual needs of driving power take-off and parking power take-off of the electric drive axle. The power take-off 18 adopts a modular design. When the power take-off 18 is not working, it relies on its own spring to reset. At this time, the power take-off 18 is not connected to the power take-off driven gear 17. When the power take-off 18 is working, the power take-off coupling sleeve is connected to the power take-off driven gear 17, and the power take-off driven gear 17 drives the power take-off oil pump 19 to work, which solves the problem of difficult lubrication of some gear bearings of the parallel-axis electric drive axle, increases the life of gears and bearings, and also solves the problem of low service life of lubricating oil and low assembly efficiency of the parallel-axis electric drive axle due to oil stirring.

[0046] The present invention connects the power take-off driving gear 6 with the first gear driven gear 4 through a spline, and can take power when driving and parking, solving the problem of difficult layout and very complicated layout structure of the power take-off in a very simple way.

[0047] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A second-gear electric drive axle for commercial vehicles with a power take-off, characterized in that: include: A drive motor (1), used to provide power for the electric drive axle; An input shaft (2), the input shaft (2) is connected to the driving motor (1), and is provided with a first-gear driving gear and a second-gear driving gear (3); An intermediate shaft (8) comprises a first-gear driven gear (4) and a second-gear driven gear (5) which are loosely sleeved on the intermediate shaft (8) using a bearing, a gear hub (10) is provided on the intermediate shaft (8) between the first-gear driven gear (4) and the second-gear driven gear (5), the gear hub (10) is normally connected to the intermediate shaft (8), a gear sleeve (9) is provided on the gear hub (10), the first-gear driven gear (4) and the second-gear driven gear (5) are provided with shift engaging teeth which can mesh with the gear sleeve (9), and an S2 driving gear is provided on the intermediate shaft (8) outside the second-gear driven gear (5); A power take-off (18) comprises a power take-off driving gear (6) and a power take-off driven gear (7), wherein the power take-off driving gear (6) is connected to a first gear driven gear (4), and the power take-off driven gear (7) is a shaft gear structure connected to the power take-off (18) and meshingly connected to the power take-off driving gear (6); A second intermediate shaft (12) on which is provided an S3 driving gear and an S2 driven gear (11) meshing with the S2 driving gear; The differential assembly (14) comprises an S3 driven gear (13), a left half shaft (16) and a right half shaft (17) which are bolted to the differential assembly (14), wherein the left half shaft (16) and the right half shaft (17) are respectively connected to half shaft gears in the differential assembly (14).

2. The second-gear electric drive axle for commercial vehicles with a power take-off according to claim 1, characterized in that: The left half shaft (17) is provided with a differential lock (15), and the differential lock (15) is connected to the differential assembly (14).

3. The second-gear electric drive axle for commercial vehicles with a power take-off according to claim 1, characterized in that: A coupling sleeve is provided at one end of the power take-off (18) connected to the power take-off driven gear (7); an external spline is provided on the shaft of the power take-off driven gear (7); the coupling sleeve is connected to the power take-off driven gear (7) via the external spline; and a spring is provided inside the power take-off (18).

4. The second-gear electric drive axle for commercial vehicles with a power take-off according to claim 3, characterized in that: It also includes a power take-off oil pump (19). An end of the power take-off (18) not connected to the power take-off driven gear (7) is provided with an internal spline. The power take-off oil pump (19) is normally connected to the power take-off (18) via the internal spline.

5. The second-gear electric drive axle for commercial vehicles with a power take-off according to claim 1, characterized in that: The input shaft (2) is connected to the drive motor (1) via a spline.

6. The second-gear electric drive axle for commercial vehicles with a power take-off according to claim 1, characterized in that: The first gear driving gear is fixedly connected to the input shaft (2) to form a shaft tooth structure, the second gear driving gear (3) is spline-connected to the input shaft (2), the gear hub (10) is normally connected to the intermediate shaft (8) via the spline, and the S2 driving gear is fixedly connected to the intermediate shaft (8) to form a shaft tooth structure.

7. The second-gear electric drive axle for commercial vehicles with a power take-off according to claim 1, characterized in that: The power take-off driving gear (6) is connected to the first gear driven gear (4) via a spline; the S3 driving gear is fixedly connected to the second intermediate shaft (12) to form a shaft tooth structure, and the S2 driven gear (11) is spline-connected to the second intermediate shaft (12).

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