Dual-motor axle

Abstract

Dual-motor axle, comprising axle housing, reducer assembly installed in axle housing, first motor, second motor, planetary reducer, gear shifting mechanism; the output end of the first motor is connected to the sun gear of the planetary reducer, the first transmission gear is arranged on the sun gear, and the second transmission gear is arranged on the planet carrier; the output end of the second motor is connected to a third transmission gear pivoted in the axle housing, and the third transmission gear is synchronously connected to the input end of the reducer assembly; the gear shifting mechanism comprises a meshing sleeve and a driving member for moving the meshing sleeve between a first position, a second position and a third position; when the meshing sleeve is at the first position, the meshing sleeve is in meshing with the third transmission gear and the second transmission gear; when the meshing sleeve is at the second position, the meshing sleeve is in meshing with the third transmission gear and the first transmission gear; when the meshing sleeve is at the third position, the meshing sleeve is in a separated state with the first transmission gear and the second transmission gear. The application can provide better power for the vehicle and improve the endurance of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a dual-motor locomotive axle. Background Technology

[0002] With the continuous popularization of new energy technologies, existing commercial vehicles have begun to adopt electric motor drive technology. Existing electric drive axles usually replace the original internal combustion engine with an electric motor and connect the power output end of the electric motor to the axle reducer assembly. Although this can meet the requirements of vehicle drive, a single-motor axle is difficult to cope well with complex road conditions. For example, it has weak power when climbing hills or overtaking. Summary of the Invention

[0003] In view of the shortcomings of the prior art, the purpose of this invention is to propose a dual-motor locomotive axle that enables vehicles to meet the driving requirements of various complex road conditions.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: The dual-motor locomotive axle includes an axle housing, a reducer assembly installed in the axle housing, a first motor, a second motor, a planetary reducer installed in the axle housing, and a shifting mechanism; The output end of the first motor is connected to the sun gear of the planetary reducer. The sun gear of the planetary reducer is equipped with a first transmission gear, and the planet carrier of the planetary reducer is equipped with a second transmission gear. The output end of the second motor is connected to a third transmission gear pivotally connected in the axle housing, which is synchronously connected to the input end of the reducer assembly. The shifting mechanism includes a meshing sleeve and a drive member for moving the meshing sleeve between a first position, a second position, and a third position. In the first position, the meshing sleeve meshes with a third transmission gear and a second transmission gear to connect the third transmission gear and the second transmission gear. In the second position, the meshing sleeve meshes with both the third transmission gear and the first transmission gear to connect the third transmission gear and the first transmission gear. In the third position, the meshing sleeve is disengaged from both the first transmission gear and the second transmission gear.

[0005] The second, first, and third transmission gears are arranged sequentially along the axial direction of the planetary reducer. A gap is formed between the second and first transmission gears. When the engagement sleeve is in the third position, one side of the engagement sleeve is engaged with the third transmission gear, and the other side is placed in the gap so that the engagement sleeve is separated from both the first and second transmission gears.

[0006] A first internal gear ring is provided on one side of the inner edge surface of the meshing sleeve, and a second internal gear ring is provided on the other side. The portion of the inner edge surface of the meshing sleeve located between the first and second internal gear rings forms a clearance groove. The first internal gear ring is sleeved on the third transmission gear. The first internal gear ring meshes with the third transmission gear and allows the first internal gear ring to slide along the axial direction of the third transmission gear. The second internal gear ring is in the state of meshing with the second transmission gear, the state of meshing with the first transmission gear, and the state of being placed in the gap when the meshing sleeve is in the first position, the second position, and the third position, respectively.

[0007] The first transmission gear includes a seat fixedly mounted on the sun gear of the planetary reducer and a wall plate that protrudes radially outward from the outer edge of the seat. The teeth of the first transmission gear are located on the outer periphery of the wall plate. One end of the seat is embedded in the planet carrier of the planetary reducer and a first bearing is provided between the seat and the planet carrier. A collar is provided on the third transmission gear and surrounds the other end of the seat. A second bearing is provided between the collar and the other end of the seat.

[0008] The wall plate of the first transmission gear includes an inclined section that gradually slopes radially from the inside out toward the direction of the third transmission gear.

[0009] The first motor is located on one side of the bridge housing, and the planetary reducer and the second motor are located on the other side of the bridge housing. The output end of the first motor is synchronously connected to the sun gear of the planetary reducer through a drive shaft. The two ends of the drive shaft are respectively connected to the sun gear of the planetary reducer and the output end of the first motor through splines.

[0010] A drive shaft, coaxial with the transmission shaft, is pivotally connected inside the axle housing. The drive shaft meshes with the input end of the reducer assembly. The output end of the second motor is connected to the outer end of the drive shaft, and the third transmission gear is installed at the inner end of the drive shaft.

[0011] The sun gear of the planetary reducer has a shaft hole on the end face facing the drive shaft for the inner end of the drive shaft to be inserted. A third bearing is embedded between the inner wall of the shaft hole and the outer edge of the drive shaft.

[0012] The bridge housing includes a main housing, a motor housing mounted on one side of the main housing, and a reducer housing mounted on the other side of the main housing. The first motor is installed inside the motor housing. The reducer housing forms a relatively independent first mounting chamber and a second mounting chamber. The reducer assembly is located in the first mounting chamber, and the planetary reducer is located in the second mounting chamber with the outer gear ring of the planetary reducer fixedly engaged with the inner wall of the second mounting chamber. The body of the second motor is fixed to the outside of the reducer housing.

[0013] The motor housing has a through hole through which the output end of the first motor passes. A seal is provided between the inner wall of the through hole and the output end of the motor. One end of the drive shaft passes through the main housing and extends into the through hole to connect with the output end of the motor.

[0014] The beneficial effects of this invention are as follows: Because this invention uses two motors, when the vehicle is in complex road conditions, the power output from both motors is transmitted to the reducer assembly, providing the vehicle with better power and enabling the vehicle to meet the driving needs of complex road conditions. When the vehicle is in better road conditions, power can be output by a single motor, ensuring normal vehicle operation while reducing energy consumption and improving the vehicle's range. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a cross-sectional view of the present invention; Figure 3 for Figure 2 Schematic diagram of a planetary gear reducer; Figure 4 This is a schematic diagram of one working state of the present invention; Figure 5 This is a schematic diagram of another working state of the present invention; Figure 6 This is a schematic diagram of another working state of the present invention; Figure 7 for Figure 2 A schematic diagram of the structure of the intermediate meshing sleeve. Detailed Implementation

[0016] The present invention will now be further described with reference to the accompanying drawings and specific embodiments: See Figure 1 , 2As shown in Figures 3, 4, 5, 6, and 7, a dual-motor locomotive axle of the present invention includes an axle housing 10, a reducer assembly 20, a motor 30, a motor 40, a planetary reducer 50, and a shifting mechanism 60. The axle housing 10 has a hollow internal structure, especially forming a large installation space in the middle position of the axle housing axially. The reducer assembly 20 is placed in this installation space. The reducer assembly is used to distribute power to two half-shafts inside the axle housing 10, and transmit power to the two wheel ends of the axle housing 10 through the half-shafts. The planetary reducer 50 is installed inside the bridge housing 10. The sun gear 51 of the planetary reducer 50 is connected to the output end of the motor 30. The motor 30 is fixedly fitted to the bridge housing 10. The motor 30 can drive the sun gear 51 of the planetary reducer 50 to rotate. The sun gear 51 drives the planetary gear 53 of the planetary reducer 50 to rotate, which in turn drives the planet carrier 52 of the planetary reducer 50 to rotate. The sun gear 51 of the planetary reducer 50 is provided with a first transmission gear 71, and the planet carrier 52 of the planetary reducer 50 is provided with a second transmission gear 72. A third transmission gear 73 is pivotally connected inside the axle housing 10. The body of the motor 40 is fixedly fitted to the axle housing 10, and its output end is connected to the third transmission gear 73. The third transmission gear 73 is synchronously connected to the input end of the reducer assembly 20. The shifting mechanism 60 includes a meshing sleeve 61 and a driving member. The driving member is used to drive the meshing sleeve 61 to move, so that the meshing sleeve 61 can move to different positions to change the transmission relationship between the first transmission gear 71, the second transmission gear 72, and the third transmission gear 73. The first transmission gear 71, the second transmission gear 72, and the third transmission gear are reasonably set. The relative positions of gears 73 and 74 are designed to allow the engagement sleeve 61 to move in conjunction with or separate from them. Driven by the driving component, the engagement sleeve 61 can move between a first position, a second position, and a third position. Specifically, when the engagement sleeve 61 is in the first position, it engages with the third transmission gear 73 and the second transmission gear 72, synchronously connecting them. At this time, the power output from the motor 30 is transmitted to the reducer assembly 20 via the sun gear 51, planetary carrier 52, second transmission gear 72, engagement sleeve 61, and third transmission gear 73. When the engagement sleeve 61 is in the second position, it engages with the third transmission gear 73 and the first transmission gear 71, synchronously connecting them. At this time, the power output from the motor 30 is transmitted to the reducer assembly 20 via the sun gear 51, engagement sleeve 61, and third transmission gear 73. When the engagement sleeve 61 is in the third position, the first transmission gear 71 and the second transmission gear 73 of the engagement sleeve 61 are both in a separated state. At this time, the power transmission between the motor 30 and the reducer assembly 20 is disconnected, and the power output by the motor 40 is transmitted to the reducer assembly 20. In this way, the switching of multiple gears of the axle can be realized through the shifting mechanism 60.The driving component of the shift mechanism 60 can be a servo motor, an electric push rod, or a hydraulic or other power source driven mechanism.

[0017] During actual vehicle operation, multiple gears can be switched via motor 30, motor 40, planetary reducer 50, and shifting mechanism 60. The following describes the different gears in detail: Gear 1: See Figure 4 As shown, the drive component of the shift mechanism 60 moves the engagement sleeve 61 to the first position, the motor 40 is in a de-energized state, and the power transmission sequence of the motor 30 is as follows: sun gear 51 → planetary carrier 52 → engagement sleeve 61 → third transmission gear 73 → reducer assembly 20; gear one is suitable for low-speed start, the motor 30 outputs power, and the torque is increased by using the planetary reducer 50.

[0018] Gear 2: See Figure 5 As shown, the drive component of the shift mechanism 60 moves the engagement sleeve 61 to the second position, the motor 40 is in a de-energized state, and the output power transmission sequence of the motor 30 is: sun gear 51 → engagement sleeve 61 → third transmission gear 73 → reducer assembly 20; gear two is suitable for normal driving of the vehicle under normal road conditions.

[0019] Gear 3: See Figure 6 As shown, the drive component of the shift mechanism 60 moves the engagement sleeve 61 to the third position, the motor 30 is in a de-energized state, the motor 40 is turned on, and the power output by the motor 40 is directly transmitted to the input end of the reducer assembly 20.

[0020] Gear 4: The drive component of the shift mechanism 60 moves the engagement sleeve 61 to the first position, and both motors 30 and 40 are turned on. The power output of motor 30 is transmitted to the reducer assembly 20 through planetary reducer 50, and the power output of motor 40 is directly transmitted to the reducer assembly 20. Motors 30 and 40 drive the vehicle together. This gear 4 is suitable for the vehicle to climb hills at low speed.

[0021] Gear 5: The drive component of the shift mechanism 60 moves the engagement sleeve 61 to the second position, and both motors 30 and 40 are turned on. The power of motors 30 and 40 is directly transmitted to the reducer assembly 20. Motors 30 and 40 drive the vehicle together. This gear 5 is suitable for high-speed uphill driving.

[0022] In gears four and five mentioned above, both motors 30 and 40 participate in power output, enabling the vehicle to have better power to cope with complex road conditions. When the vehicle is traveling on a better road, only a single motor outputs power to ensure the vehicle's normal driving needs. The starting and stopping of motors 30 and 40 are controlled by the control unit. The control of motor start-stop by the control unit is well known to those skilled in the art and will not be described in detail here.

[0023] In this invention, since two motors are provided, when the vehicle is in complex road conditions, the power output by both motors is transmitted to the reducer assembly 20, providing better power to the vehicle and enabling the vehicle to meet the driving needs of complex road conditions. When the vehicle is in better road conditions, power can be output by a single motor, ensuring normal vehicle operation while reducing vehicle energy consumption and improving vehicle range.

[0024] In a preferred embodiment, the second transmission gear 72, the first transmission gear 71, and the third transmission gear 73 are arranged sequentially along the axial direction of the planetary reducer 50, allowing the meshing sleeve 61 to move along the axial direction of the planetary reducer 50, thus achieving gear shifting; a gap is formed between the second transmission gear 72 and the first transmission gear 71, such as... Figure 6 As shown, when the engagement sleeve 61 is in the third position, one side of the engagement sleeve 61 is engaged with the third transmission gear 73, while the other side is placed in the gap, so that the engagement sleeve 61 is in a separated state from both the first transmission gear 71 and the second transmission gear 72. Figure 6 In the state shown, the engagement sleeve 61 moves to the left. One side of the engagement sleeve 61 remains engaged with the third transmission gear 73, while the other side of the engagement sleeve moves from the gap to the state of engagement with the first transmission gear 71. Figure 5 The state shown. In Figure 6 In the state shown, the engagement sleeve 61 moves to the right. One side of the engagement sleeve 61 remains engaged with the third transmission gear 73, while the other side of the engagement sleeve 61 moves from the gap to the state of engagement with the second transmission gear 71. Figure 4 The state shown is described above. This structure allows the engagement sleeve 61 to switch between multiple gears after moving a relatively small distance, thus improving shift response speed.

[0025] A first internal gear ring 611 is provided on one side of the inner edge surface of the meshing sleeve 61, and a second internal gear ring 612 is provided on the other side. The portion of the inner edge surface of the meshing sleeve 61 located between the first internal gear ring 611 and the second internal gear ring 612 forms a clearance groove 613. The first internal gear ring 611 is sleeved on the third transmission gear 73, so that the first internal gear ring 611 meshes with the third transmission gear 73, and the first internal gear ring 611 can slide along the axial direction of the third transmission gear 73. The axial sliding of the two is based on the inter-tooth groove of the third transmission gear 73, which is equivalent to the first internal gear ring 611 being supported by the inter-tooth groove of the third transmission gear 73. 11. During the sliding process of the first internal gear ring 611 along the tooth groove of the third transmission gear 73, the second internal gear ring 612 can be in three different positions: the first transmission gear 71, the second transmission gear 72, and the gap. That is, when the meshing sleeve 61 is in the first position, the second internal gear ring 612 is engaged with the second transmission gear 72; when the meshing sleeve 61 is in the second position, the second internal gear ring 612 is engaged with the first transmission gear 71; and when the meshing sleeve 61 is in the third position, the second internal gear ring 612 is exactly in the gap between the first transmission gear 71 and the second transmission gear 72.

[0026] The first transmission gear 71 includes a seat 711 fixedly sleeved on the sun gear 51 of the planetary reducer 50, and a wall plate 712 protruding radially outward from the outer edge of the seat 711. The teeth of the first transmission gear 71 are located at the outer periphery of the wall plate 712. The wall plate 712 is approximately connected to the middle position of the axial direction of the seat 711. One end of the seat 711 is embedded in the planet carrier 52 of the planetary reducer 50, and a first bearing 713 is provided between the seat 711 and the planet carrier 52. Specifically, a bearing seat 521 protruding towards the first transmission gear 71 can be provided on the planet carrier 52, one end of the seat 711 can be embedded in the bearing seat 521, and the first bearing 713 can be embedded between the bearing seat 521 and the seat 711. The third transmission gear 73 is provided with a collar 732 surrounding the other end of the seat 711, and a second bearing 714 is provided between the collar 732 and the other end of the seat 711. The wall plate 712 of the first transmission gear 71 includes an inclined section that gradually slopes radially from the inside out toward the direction of the third transmission gear 73. Thus, the outer periphery of the wall plate 712 forms the aforementioned gap with the second transmission gear 72. This makes the engagement of the first transmission gear 71, the second transmission gear 72, and the third transmission gear 73 more compact and ensures that a gap is formed between the first transmission gear 71 and the second transmission gear 72.

[0027] In another preferred embodiment, the motor 30 is located on one side of the axle housing 10, and the planetary reducer 50 and the motor 40 are located on the other side of the axle housing 10. The motor 30, as the main power output unit, has a relatively larger volume and weight compared to the motor 40. Placing the motor 30 and motor 40 on opposite sides of the axle housing 10, and configuring the planetary reducer 50 on the same side as the motor 40, minimizes the weight difference between the two sides of the axle housing 10, thus improving the stability of the vehicle chassis. The output end of the motor 30 is synchronously connected to the sun gear 51 of the planetary reducer 50 via a drive shaft 31. Splines are provided at both ends of the drive shaft 31, allowing the two ends of the drive shaft 31 to be connected to the sun gear 51 and the output end of the motor 30 respectively via splines. A drive shaft 41 is pivotally connected inside the bridge housing 10. The drive shaft 41 is coaxially arranged with the transmission shaft 31 and meshes with the input end of the reducer assembly 20. The third transmission gear 73 is installed at the inner end of the drive shaft 41 and is synchronously connected to the input end of the reducer assembly 20 through the drive shaft 41. The output end of the motor 40 is connected to the outer end of the drive shaft 41.

[0028] The sun gear 51 of the planetary reducer 50 has a shaft hole 511 on its end face facing the drive shaft 41. The inner end of the drive shaft 41 is inserted into the shaft hole 511. A third bearing 512 is embedded between the inner wall of the shaft hole 511 and the outer edge of the drive shaft 41. The drive shaft 41 provides radial support to the sun gear 51, reducing the sway of the sun gear 51 during rotation and making the planetary reducer 50 more stable.

[0029] For ease of assembly, the bridge housing 10 includes a main housing 11, a motor housing 12, and a reducer housing 13. The motor housing 12 is mounted on one side of the main housing 11, and the reducer housing 13 is mounted on the other side of the main housing 11. The motor 30 is mounted inside the motor housing 12, and the body of the motor 30 is fixedly connected to the motor housing 12. The reducer housing 13 forms a relatively independent first mounting chamber and a second mounting chamber. The reducer assembly 20 is located in the first mounting chamber, and the planetary reducer 50 is located in the second mounting chamber. The outer gear ring 54 of the planetary reducer 50 is fixedly engaged with the inner wall of the second mounting chamber. The body of the motor 40 is fixed to the outside of the reducer housing 13. A through hole 121 is provided on the motor housing 12. A seal 122 is provided between the inner wall of the through hole 121 and the output end of the motor 30. One end of the drive shaft 31 passes through the main housing 11 and extends into the shaft hole 121. In the shaft hole 121, the spline at the end of the drive shaft 31 is connected to the output end of the motor 30 to synchronously connect the drive shaft 31 and the output end of the motor 30.

[0030] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A dual-motor locomotive axle, characterized in that, Includes a bridge housing, a reducer assembly installed in the bridge housing, a first motor, a second motor, a planetary reducer installed in the bridge housing, and a shifting mechanism; The output end of the first motor is connected to the sun gear of the planetary reducer. The sun gear of the planetary reducer is equipped with a first transmission gear, and the planet carrier of the planetary reducer is equipped with a second transmission gear. The output end of the second motor is connected to a third transmission gear pivotally connected in the axle housing, which is synchronously connected to the input end of the reducer assembly. The shifting mechanism includes a meshing sleeve and a drive member for moving the meshing sleeve between a first position, a second position, and a third position. In the first position, the meshing sleeve meshes with a third transmission gear and a second transmission gear to connect the third transmission gear and the second transmission gear. In the second position, the meshing sleeve meshes with both the third transmission gear and the first transmission gear to connect the third transmission gear and the first transmission gear. In the third position, the meshing sleeve is disengaged from both the first transmission gear and the second transmission gear.

2. The dual-motor locomotive axle as described in claim 1, characterized in that, The second, first, and third transmission gears are arranged sequentially along the axial direction of the planetary reducer. A gap is formed between the second and first transmission gears. When the engagement sleeve is in the third position, one side of the engagement sleeve is engaged with the third transmission gear, and the other side is placed in the gap so that the engagement sleeve is separated from both the first and second transmission gears.

3. The dual-motor locomotive axle as described in claim 2, characterized in that, A first internal gear ring is provided on one side of the inner edge surface of the meshing sleeve, and a second internal gear ring is provided on the other side. The portion of the inner edge surface of the meshing sleeve located between the first and second internal gear rings forms a clearance groove. The first internal gear ring is sleeved on the third transmission gear. The first internal gear ring meshes with the third transmission gear and allows the first internal gear ring to slide along the axial direction of the third transmission gear. The second internal gear ring is in the state of meshing with the second transmission gear, the state of meshing with the first transmission gear, and the state of being placed in the gap when the meshing sleeve is in the first position, the second position, and the third position, respectively.

4. The dual-motor locomotive axle as described in claim 2, characterized in that, The first transmission gear includes a seat fixedly mounted on the sun gear of the planetary reducer and a wall plate that protrudes radially outward from the outer edge of the seat. The teeth of the first transmission gear are located on the outer periphery of the wall plate. One end of the seat is embedded in the planet carrier of the planetary reducer and a first bearing is provided between the seat and the planet carrier. A collar is provided on the third transmission gear and surrounds the other end of the seat. A second bearing is provided between the collar and the other end of the seat.

5. The dual-motor locomotive axle as described in claim 4, characterized in that, The wall plate of the first transmission gear includes an inclined section that gradually slopes radially from the inside out toward the direction of the third transmission gear.

6. The dual-motor locomotive axle as described in claim 1, characterized in that, The first motor is located on one side of the bridge housing, and the planetary reducer and the second motor are located on the other side of the bridge housing. The output end of the first motor is synchronously connected to the sun gear of the planetary reducer through a drive shaft. The two ends of the drive shaft are respectively connected to the sun gear of the planetary reducer and the output end of the first motor through splines.

7. The dual-motor locomotive axle as described in claim 6, characterized in that, A drive shaft, coaxial with the transmission shaft, is pivotally connected inside the axle housing. The drive shaft meshes with the input end of the reducer assembly. The output end of the second motor is connected to the outer end of the drive shaft, and the third transmission gear is installed at the inner end of the drive shaft.

8. The dual-motor locomotive axle as described in claim 7, characterized in that, The sun gear of the planetary reducer has a shaft hole on the end face facing the drive shaft for the inner end of the drive shaft to be inserted. A third bearing is embedded between the inner wall of the shaft hole and the outer edge of the drive shaft.

9. The dual-motor locomotive axle as described in claim 6, characterized in that, The bridge housing includes a main housing, a motor housing mounted on one side of the main housing, and a reducer housing mounted on the other side of the main housing. The first motor is installed inside the motor housing. The reducer housing forms a relatively independent first mounting chamber and a second mounting chamber. The reducer assembly is located in the first mounting chamber, and the planetary reducer is located in the second mounting chamber with the outer gear ring of the planetary reducer fixedly engaged with the inner wall of the second mounting chamber. The body of the second motor is fixed to the outside of the reducer housing.

10. The dual-motor locomotive axle as described in claim 9, characterized in that, The motor housing has a through hole through which the output end of the first motor passes. A seal is provided between the inner wall of the through hole and the output end of the motor. One end of the drive shaft passes through the main housing and extends into the through hole to connect with the output end of the motor.

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