Disconnected half shaft distributed two-gear electric drive axle

Abstract

The invention discloses a disconnected half shaft distributed two-gear electric drive axle which comprises an axle housing (2), a gear shifting device (4) and two half shafts (6) are arranged in the axle housing (2), the two half shafts (6) are connected through the gear shifting device (4), the half shafts (6) are divided into an upper half shaft (13) and a lower half shaft (5), and the gear shifting device (4) is arranged at the positions of the half shafts (6) and is convenient to disassemble, so that the difficulty in machining and assembling is reduced; the main speed reducer has the advantages of being convenient to assemble, rapid to maintain, free of abnormal sound, low in noise, attractive in appearance and the like, two speed ratios of the second main speed reduction ratio and the first main speed reduction ratio are achieved through the two-gear gear shifting device (4) and the distributed gear shifting device on the premise that the main speed reducer has the speed ratio, the power requirement of logistics in mountainous areas can be met, and the service life of the main speed reducer is prolonged under the specific working condition. Power interruption can be achieved at the position of the half shaft (6), and the device has the advantages of being high in power performance and suitable for various working conditions.

Description

Technical Field

[0001] The present invention belongs to the field of automobile technology, and in particular to a two-speed electric drive axle with disconnected half-axles and distributed distribution. Background Art

[0002] At present, the global energy and environmental systems are facing huge challenges. As a major consumer of oil and emitter of carbon dioxide, automobiles need to undergo revolutionary changes. Therefore, electric vehicles with advantages such as low energy consumption and almost zero emissions have begun to attract people's attention. New energy vehicles have become the trend of vehicle development in the world. High-speed logistics vehicles are developing rapidly, but they need to adapt to various working conditions, especially mountain logistics, which have extremely high power requirements.

[0003] Patent No. 202110290548.4, published on January 24, 2023, discloses an integrated dual-motor, two-speed electric drive axle assembly mechanism and drive method, including: an axle housing assembly, front and rear reduction assemblies, a brake assembly, and two drive motors mounted on the axle housing assembly; the axle housing assembly includes: an axle housing, a shaft head, and a brake flange; the shaft head is disposed at both ends of the axle housing; a wheel hub is mounted on the shaft head; the front and rear reduction assemblies and brake flanges are connected to the axle housing; the brake assembly is mounted on the brake flange; and the brake assembly is mounted near the wheel hub. By matching two sets of motors, different couplings of driving forces are achieved under different vehicle speeds and loads; the dual motors share two gear shifts, ensuring shift reliability while further improving the motor output torque and operating the motor in a high-efficiency range, thereby improving power and economy.

[0004] In the existing technology, the original electric drive rear axle can no longer meet the requirements. The traditional two-speed electric axle integrates the shift mechanism into the main reducer, resulting in the disadvantages of a large reducer size and heavy weight of the entire axle. Summary of the Invention

[0005] The present invention aims to provide a two-speed electric drive axle with a disconnected half-axle and a distributed structure, which is simple in structure and easy to assemble.

[0006] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: a distributed two-speed electric drive bridge with disconnected half-shafts, including a bridge housing, a shift device and two half-shafts are provided in the bridge housing, the two half-shafts are connected by the shift device, and the half-shafts are divided into an upper half-shaft and a lower half-shaft.

[0007] The shifting device includes a gear set and a shifting structure arranged in the axle housing. The shifting structure includes a sliding sleeve arranged on the half shaft and a gear set for shifting arranged in the axle housing.

[0008] The gap between the half shafts is smaller than the thickness of the sleeve. The sleeve is arranged on the outside of the lower half shaft and is in close contact with the surface of the lower half shaft. The upper half shaft is connected to the sleeve via a key.

[0009] A motor and a shift head for controlling the lifting of the sliding sleeve are provided in the bridge housing. A ball screw is provided on the output shaft of the motor. One end of the shift head is connected to the ball screw, and the other end of the shift head is connected to the sliding sleeve.

[0010] The gear group is divided into a first gear, a second gear, a third gear and a fourth gear. The first gear is connected to the upper half shaft, the second gear is matched with the sliding sleeve, a gear shaft is provided between the third gear and the fourth gear, the first gear is meshed with the third gear, and the second gear is meshed with the fourth gear.

[0011] The first gear is connected to the upper half shaft through a key, the second gear is sleeved on the lower half shaft, and there is a gap between the second gear and the lower half shaft, and the second gear is arranged in the bridge housing.

[0012] The sliding sleeve is located between the first gear and the second gear, and the sliding sleeve and the second gear are both provided with mutually meshing tooth surfaces on the sides where they are close to each other.

[0013] An annular sliding groove is provided on the outside of the sliding sleeve, and the end of the shift head is inserted into the sliding groove. A lifting plate is provided on the end of the shift head away from the sliding sleeve. The lifting plate is threadedly connected to the ball screw, and the front and rear ends of the lifting plate abut against the inner wall of the bridge housing.

[0014] The two ends of the gear shaft pass through the third gear and the fourth gear respectively. The bridge housing is provided with bearings sleeved on the two ends of the gear shaft. The gear shaft is provided with a support plate located below the third gear.

[0015] A main reducer assembly and a differential assembly are provided in the bridge housing. The differential assembly is provided on one side of the main reducer assembly and is connected to the main reducer assembly. The shift device is provided on both sides of the differential assembly through half shafts.

[0016] The technical effects of the present invention are as follows: the gear shift device is arranged at the half-shaft position, which is convenient for disassembly and reduces the difficulty in machining and assembly; it has the characteristics of easy assembly, quick maintenance, no abnormal noise, low noise, beautiful appearance, etc. Through the two-speed gear shift device, on the premise that the main reducer has a speed ratio, the two speed ratios of main reduction ratio 2 and main reduction ratio 1 are realized through the distributed gear shift device, which can adapt to the power requirements of mountain logistics, and under specific working conditions, power interruption can be achieved at the half-shaft position, which has the advantages of strong power and adaptability to various working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] This manual includes the following drawings, which show the following contents:

[0018] Figure 1This is a structural schematic diagram of a two-speed distributed electric drive axle with disconnected half-axles according to the present invention;

[0019] Figure 2 for Figure 1 A schematic diagram of a shift device for a two-speed electric drive axle with a disconnected half-axle distribution;

[0020] Figure 3 for Figure 1 A low-speed schematic diagram of a two-speed electric drive axle with disconnected half-axles;

[0021] Figure 4 for Figure 1 Schematic diagram of the connection between the sleeve and the upper half-shaft key of a two-speed electric drive axle with a half-shaft distributed disconnected.

[0022] The markings in the figure are: 1. Main reducer assembly; 2. Bridge housing; 3. Differential assembly; 4. Shift device; 5. Lower half shaft; 6. Half shaft; 7. Second gear; 8. Slide; 9. Motor; 10. Ball screw; 11. Shift dial; 12. First gear; 13. Upper half shaft; 14. Gear shaft; 15. Bearing; 16. Third gear; 17. Fourth gear; 18. Lifting plate; 19. Slide; 20. Support plate. DETAILED DESCRIPTION

[0023] The following is a further detailed description of the specific implementation methods of the present invention through the description of the embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention and to facilitate their implementation.

[0024] See also Figure 1-4 The two half-shafts 6 are connected by the gear shift device 4, and the half-shaft 6 is divided into an upper half-shaft 13 and a lower half-shaft 5. The gear shift device 4 is arranged at the position of the half-shaft 6, which is convenient for disassembly and reduces the difficulty in machining and assembly. It has the characteristics of easy assembly, quick maintenance, no abnormal noise, low noise, and beautiful appearance. Through the two-speed gear shift device 4, under the premise that the main reducer has a speed ratio, the distributed gear shift device can realize two speed ratios of the main reduction ratio 2 and the main reduction ratio 1, which can meet the power requirements of mountain logistics and realize power interruption at the position of the half-shaft 6 under specific working conditions. It has the advantages of strong power and adaptability to various working conditions. By switching different gears, different speed ratios can be achieved to adapt to different road conditions. In addition, during driving, the TCU program is used to shift gears, which can reduce the occurrence of collision damage when shifting gears during driving.

[0025] The gear shift device 4 includes a gear set and a gear shift structure arranged in the bridge housing 2. The gear shift structure includes a sleeve 8 arranged on the half shaft 6 and a gear set for shifting arranged in the bridge housing 2. The sleeve 8 is used to achieve the gear shifting effect. When it is necessary to adjust to a high gear, when the sleeve 8 is simultaneously mounted on the two half shafts 6, the upper half shaft 13 and the lower half shaft 5 are connected together by the sleeve 8. The upper half shaft 13 and the lower half shaft 5 are connected, and the upper half shaft 13 and the lower half shaft 5 are connected as one. In this way, the upper half shaft 13 can drive the lower half shaft 5 to rotate at the same speed, achieving a one-to-one speed ratio and completing the purpose of shifting to a high gear. When it is necessary to adjust to a low gear, the sleeve 8 slides, disengages from the upper half shaft 13, and is connected to the gear set. The upper half shaft 13 drives the sleeve 8 to rotate through the gear set, and the sleeve 8 is always The upper and lower half shafts 13 and 5 are connected to each other through the sleeve 8 and the gear train 8, so that the upper and lower half shafts 13 and 5 are completely disconnected from each other, and the rotation between the upper and lower half shafts 13 and 5 cannot be transmitted, thereby achieving the purpose of power interruption at the position of the half shaft 6.

[0026] The upper and lower half shafts 13 and 13 are connected together by the sleeve 8, so that the upper and lower half shafts 13 and 13 can be connected together by the sleeve 8.

[0027] The bridge housing 2 is provided with a motor 9 and a shift head 11 for controlling the lifting of the sleeve 8. A ball screw 10 is provided on the output shaft of the motor 9. One end of the shift head 11 is connected to the ball screw 10, and the other end of the shift head 11 is connected to the sleeve 8. The motor 9 drives the ball screw 10 to rotate, and the rotation of the ball screw 10 can drive the shift head to move along the ball screw 10. The shift head 11 uses the ball screw 10 to achieve lifting and movement, and the end of the shift head 11 is connected to the sleeve 8. The movement of the shift head 11 can drive the sleeve 8 to lift, so that the sleeve 8 is simultaneously mounted on the upper half shaft 13 and the lower half shaft 5, or the sleeve 8 is connected to the gear set, or the sleeve 8 is neither connected to the gear set nor to the upper half shaft 13. There are a total of three situations to achieve the purpose of shifting or power interruption.

[0028] The gear set is divided into a first gear 12, a second gear 7, a third gear 16 and a fourth gear 17. The first gear 12 is connected to the upper half shaft 13, the second gear 7 cooperates with the sliding sleeve 8, and a gear shaft 14 is provided between the third gear 16 and the fourth gear 17. The first gear 12 is meshed with the third gear 16, and the second gear 7 is meshed with the fourth gear 17. The upper half shaft 13 drives the first gear 12 to rotate. Since the first gear 12 is meshed with the second gear 7, it can drive the third gear 16 to rotate when the upper half shaft 13 drives the first gear 12 to rotate. The third gear 16 transmits the rotation to the fourth gear 1 through the gear shaft 14. 7, the fourth gear 17 is engaged with the second gear 7, and the second gear 7 is transmitted to rotate, so that the upper half shaft 13 can drive the second gear 7 to rotate by driving the first gear 12 to rotate. When the sliding sleeve 8 is driven to move by the shift head 11 and engages with the second gear 7, the rotation of the upper half shaft 13 is transmitted to the sliding sleeve 8 through the gear set, and the sliding sleeve 8 drives the lower half shaft 5 to rotate, so that the rotation of the upper half shaft 13 is transmitted to the lower half shaft 5. Since the total gear ratio in the gear set is two to one, the speed ratio of the upper half shaft 13 output to the lower half shaft 5 after passing through the gear set is two to one, thereby achieving the purpose of speed reduction and low gear.

[0029] The first gear 12 is connected to the upper half shaft 13 by a key, and the second gear 7 is mounted on the lower half shaft 5, with a gap between the second gear 7 and the lower half shaft 5. The second gear 7 is arranged in the axle housing 2; the key ensures that the rotation of the upper half shaft 13 can be smoothly transmitted to the first gear 12, preventing slippage and the like, so that the rotation of the upper half shaft 13 drives the rotation of the gear set. The second gear 7 is mounted on the lower half shaft 5, which can effectively utilize space, reduce the occupied volume of the entire device, and reduce manufacturing costs. Moreover, due to the gap between the second gear 7 and the lower half shaft 5, it is ensured that the rotation of the second gear 7 does not drive the rotation of the lower half shaft 5. Separating the lower half shaft 5 from the second gear 7 can avoid mutual wear caused by the speed difference between the lower half shaft 5 and the second gear 7, thereby extending the service life of the device. Moreover, the first gear 12 and the second gear 7 are both connected to the axle housing 2 by bearings 15, which can further reduce the friction between the gear set and the axle housing 2, effectively improve the smoothness of the operation of the device, improve the overall operating efficiency, reduce loss and wear, and extend the service life of the device.

[0030] The sliding sleeve 8 is located between the first gear 12 and the second gear 7. The sliding sleeve 8 and the second gear 7 are close to each other on both sides thereof. The sliding sleeve 8 is provided with tooth surfaces that mesh with each other. The upper half shaft 13 and the lower half shaft 5 are coaxial. The sliding sleeve 8 can slide along the upper half shaft 13 and the lower half shaft 5 to achieve the effect of meshing with the second gear 7 or being connected to the upper half shaft 13, thereby achieving the effect of low gear and high gear. At the same time, since the side close to the sliding sleeve 8 and the second gear 7 is a tooth surface, after the sliding sleeve 8 is meshed with the second gear 7, the rotation of the second gear 7 can drive the sliding sleeve 8 to rotate, thereby driving the lower half shaft 5 to rotate. Since the first gear 12 is always connected to the upper half shaft 13, when in high gear or power is interrupted, the upper half shaft 13 is connected to the upper half shaft 13. The half shaft 13 will always be in a rotating state, the upper half shaft 13 will always drive the first gear 12 to rotate, and the first gear 12 will drive the second gear 7 to rotate through the third gear 16 and the fourth gear 17. Since the second gear 7 is sleeved on the outside of the lower half shaft 5 and is not connected to the lower half shaft 5, the second gear 7 needs to drive the lower half shaft 5 to rotate through the sleeve 8. When the gear is in high gear and the power is interrupted, the sleeve 8 is separated from the second gear 7, and the second gear 7 cannot drive the lower half shaft 5 to rotate through the sleeve 8. This can ensure that when the gear is in high gear and the power is interrupted, the speed ratio of the upper half shaft 13 and the second gear 7 is different, which will cause the lower half shaft 5 to be broken and stuck due to the different speeds.

[0031] An annular groove 19 is provided on the outside of the sliding sleeve 8, and the end of the shifting head 11 is inserted into the groove 19. A lifting plate 18 is provided on the end of the shifting head 11 away from the sliding sleeve 8. The lifting plate 18 is threadedly connected to the ball screw 10, and the front and rear ends of the lifting plate 18 abut against the inner wall of the bridge housing 2; the rotation of the ball screw 10 drives the lifting plate 18 to rise and fall, and the lifting plate 18 is a rectangular with raised sides in the middle. Since the front and rear sections of the lifting plate 18 abut against the inner wall of the bridge housing 2, this can ensure that the ball screw 10 can be lifted and lowered. When the screw rod 10 rotates, the lifting plate 18 will not be driven to rotate. The lifting plate 18 will rise and fall along the ball screw rod 10, thereby driving the shift head 11 to rise and fall. The end of the shift head 11 is embedded in the slide groove 19 in the sleeve 8, which does not affect the rotation of the sleeve 8 and can also drive the sleeve 8 to slide. The end of the shift head 11 can also be set to a ring that is sleeved outside the slide groove 19, which can not only prevent the shift head 11 from rotating, but also drive the sleeve 8 to move.

[0032] The two ends of the gear shaft 14 pass through the third gear 16 and the fourth gear 17 respectively. The bridge housing 2 is provided with bearings 15 mounted on both ends of the gear shaft 14. The gear shaft 14 is provided with a support plate 20 located below the third gear 16; the support plate 20 is used to support the third gear 16 to prevent the third gear 16 from slipping, and the presence of the bearing 15 can reduce friction and improve the smoothness of the equipment operation.

[0033] A final reducer assembly 1 and a differential assembly 3 are provided in the bridge housing 2. The differential assembly 3 is arranged on one side of the final reducer assembly 1 and is connected to the final reducer assembly 1. The shift device 4 is arranged on both sides of the differential assembly 3 through the half-shaft 6. The power generated by the engine is transmitted to the differential assembly 3 through the final reducer assembly 1, and the power is transmitted to the wheel ends on both sides through the differential assembly 3, synchronously realizing the differential function. When the power passes through the half-shaft 6, the three modes of high gear, low gear and power interruption are realized through the shift device 4, and the power is transmitted to the wheels on both sides through the half-shaft 6, realizing the control of the power transmission mode and realizing the control of the vehicle's movement.

[0034] Working Principle: The power generated by the engine is transmitted to the differential assembly 3 through the main reducer assembly 1. The differential assembly 3 transmits the power to the wheel ends on both sides, realizing the differential function synchronously. When the power passes through the half shaft 6, the shift device 4 realizes three modes: high gear, low gear and power interruption, realizing the control of power transmission mode and realizing the control of vehicle movement.

[0035] When a high-speed ratio power working condition is required, the gear is switched to low gear, and the motor 9 controls the ball screw 10 to rotate, driving the lifting plate 18 to move in the direction of the second gear 7. The sleeve 8 is driven by the shift head 11 to mesh with the second gear 7. At this time, the first gear 12 connected to the upper half shaft 13 is driven to rotate under the action of the upper half shaft 13. The rotation of the first gear 12 is transmitted to the second gear 7 through the third gear 16, the gear shaft 14 and the fourth gear 17. The second gear 7 is transmitted to the lower half shaft 5 through the sleeve 8, thereby realizing the transmission of the power of the upper half shaft 13 to the lower half shaft 5 through the gear set. At the same time, since the input-output speed ratio in the gear set is two to one, the function of deceleration, increasing the speed ratio and improving power is achieved;

[0036] When it is necessary to shift to a higher gear, the motor 9 reverses to control the shift knob 11 to move, and the shift knob 11 drives the sliding sleeve 8 to move toward the first gear 12. The sliding sleeve 8 is simultaneously mounted on the upper half shaft 13 and the lower half shaft 5, and is connected to the upper half shaft 13 and the lower half shaft 5 respectively by keys. In this way, the upper half shaft 13 can directly transmit power to the lower half shaft 5, realizing a one-to-one speed ratio of power transmission. The power is directly transmitted to the wheel end without passing through the gear set, realizing high speed and high speed functions.

[0037] When power interruption is required, the motor 9 controls the shift knob 11 to drive the sliding sleeve 8 to move to a position where it is neither engaged with the second gear 7 nor connected to the upper half shaft 13, thereby achieving power interruption.

[0038] The technical effects of the present invention are as follows: the shift device 4 is arranged at the position of the half-shaft 6, which is convenient for disassembly, reducing the difficulty in machining and assembly; it has the characteristics of easy assembly, quick maintenance, no abnormal noise, low noise, beautiful appearance, etc. Through the two-speed shift device 4, on the premise that the main reducer has a speed ratio, the two speed ratios of main reduction ratio 2 and main reduction ratio 1 are realized through the distributed shift device, which can adapt to the power requirements of mountain logistics, and under specific working conditions, power interruption can be achieved at the position of the half-shaft 6, which has the advantages of strong power and adaptability to various working conditions.

[0039] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described method. Any non-substantial improvements made using the method concepts and technical solutions of the present invention, or any direct application of the above-described concepts and technical solutions to other situations without modification, fall within the scope of protection of the present invention.

Claims

1. A two-speed electric drive axle with a disconnected half-axle distributed system, comprising an axle housing (2), characterized in that: A shifting device (4) and two half-shafts (6) are provided in the bridge housing (2). The two half-shafts (6) are connected via the shifting device (4). The half-shafts (6) are divided into an upper half-shaft (13) and a lower half-shaft (5).

2. The two-speed electric drive axle with a disconnected half-axle according to claim 1, characterized in that: The shifting device (4) comprises a gear set and a shifting structure arranged in the axle housing (2); the shifting structure comprises a sliding sleeve (8) arranged on the half shaft (6) and a gear set for shifting arranged in the axle housing (2).

3. The two-speed electric drive axle with a disconnected half-axle according to claim 2, characterized in that: The gap between the half shafts (6) is smaller than the thickness of the sliding sleeve (8); the sliding sleeve (8) is sleeved on the outside of the lower half shaft (5) and the sliding sleeve (8) is in close contact with the surface of the lower half shaft (5); the upper half shaft (13) and the sliding sleeve (8) are connected by a key.

4. A two-speed electric drive axle with a disconnected half-axle according to claim 2 or 3, characterized in that: A motor (9) and a shifting head (11) for controlling the lifting of a sliding sleeve (8) are provided in the bridge housing (2); a ball screw (10) is provided on the output shaft of the motor (9); one end of the shifting head (11) is connected to the ball screw (10), and the other end of the shifting head (11) is connected to the sliding sleeve (8).

5. The two-speed electric drive axle with a disconnected half-axle according to claim 2, characterized in that: The gear group is divided into a first gear (12), a second gear (7), a third gear (16) and a fourth gear (17). The first gear (12) is connected to the upper half shaft (13), the second gear (7) is matched with the sliding sleeve (8), a gear shaft (14) is provided between the third gear (16) and the fourth gear (17), the first gear (12) is meshed with the third gear (16), and the second gear (7) is meshed with the fourth gear (17).

6. The two-speed electric drive axle with a disconnected half-axle according to claim 5, characterized in that: The first gear (12) is connected to the upper half shaft (13) through a key, the second gear (7) is sleeved on the lower half shaft (5), and there is a gap between the second gear (7) and the lower half shaft (5), and the second gear (7) is arranged in the bridge housing (2).

7. The two-speed electric drive axle with a disconnected half-axle according to claim 5, characterized in that: The sliding sleeve (8) is located between the first gear (12) and the second gear (7), and the sliding sleeve (8) and the second gear (7) are both provided with mutually meshing tooth surfaces on the sides where they are close to each other.

8. The two-speed electric drive axle with a disconnected half-axle according to claim 4, characterized in that: An annular sliding groove (19) is provided on the outer side of the sliding sleeve (8), and the end of the shifting head (11) is inserted into the sliding groove (19). A lifting plate (18) is provided on the end of the shifting head (11) away from the sliding sleeve (8). The lifting plate (18) is threadedly connected to the ball screw (10), and the front and rear ends of the lifting plate (18) are in contact with the inner wall of the bridge housing (2).

9. The two-speed electric drive axle with a disconnected half-axle according to claim 5, characterized in that: The two ends of the gear shaft (14) respectively pass through the third gear (16) and the fourth gear (17); the bridge housing (2) is provided with bearings (15) sleeved on the two ends of the gear shaft (14); the gear shaft (14) is provided with a support plate (20) located below the third gear (16).

10. The two-speed electric drive axle with a disconnected half-axle distributed system according to claim 1, characterized in that: A main reducer assembly (1) and a differential assembly (3) are provided in the bridge housing (2); the differential assembly (3) is provided on one side of the main reducer assembly (1), and the differential assembly (3) is connected to the main reducer assembly (1); and the shifting device (4) is provided on both sides of the differential assembly (3) via a half shaft (6).

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