A heavy-duty engineering vehicle motor and reducer integrated drive axle system

Abstract

The application belongs to the technical field of drive axle, and particularly relates to a heavy-load engineering vehicle motor and reducer integrated drive axle system, which comprises a differential assembly, an electric drive assembly and a brake assembly, the differential assembly is used for differential rotation of left and right wheels, the electric drive assembly is used for providing driving force, and the brake assembly is used for wheel braking. The differential assembly in the application highly integrates core components such as the main reducer, the auxiliary reducer and the differential in the traditional drive axle, optimizes the spatial layout, improves the power transmission efficiency, and adapts to the development demand of engineering machinery electrification, high efficiency and miniaturization.

Description

Technical Field

[0001] This invention belongs to the field of drive axle technology, and particularly relates to an integrated drive axle system that combines a motor and a reducer for heavy-duty engineering vehicles. Background Technology

[0002] The electric vehicle drive axle is the end assembly of the electric vehicle's transmission system. Its core function is to convert the electrical energy of the drive motor into mechanical energy and transmit it to the drive wheels to enable the vehicle to move.

[0003] The drive axle mainly consists of the following components: Main reducer: reduces speed and increases torque, while changing the direction of power transmission through bevel gear pairs.

[0004] Differential: Distributes the power from the main reducer to the left and right half shafts, achieving differential speed between the two wheels, ensuring that the inner and outer wheels roll at different speeds when the vehicle turns, thus avoiding tire wear or slippage.

[0005] Wheel drive system: including half shafts or constant velocity joints, responsible for transmitting power from the differential to the drive wheels.

[0006] Drive axle housing: As an integral structural support, it bears the vertical, longitudinal, and lateral forces between the road surface and the vehicle frame / body, as well as braking torque and reaction torque.

[0007] Most existing electric drive axles still separate the motor from the drive axle. The significant movement of the drive axle relative to the vehicle frame increases the impact between the motor and the shaft on the drive axle, reducing transmission efficiency. At the same time, the existing drive axle has a distributed layout of differential, final drive, two auxiliary reducers on each wheel side, and brakes on the two half-shafts, which also reduces power transmission efficiency to some extent.

[0008] This invention designs an integrated drive axle system that combines the motor and reducer of a heavy-duty engineering vehicle to solve the above problems. Summary of the Invention

[0009] Therefore, it is necessary to address the existing problems of current drive axles by providing an integrated drive axle system that combines the motor and reducer for heavy-duty engineering vehicles. This system integrates the main and auxiliary reducers and the differential through a differential assembly, and integrates the main drive motor with the drive axle through a drive assembly to reduce vibration and impact at the transmission connection between the main drive motor and the differential assembly, ensuring more efficient and smooth transmission. At the same time, the system achieves efficient braking and effective heat dissipation through a braking assembly, thereby reducing brake fade caused by high temperatures.

[0010] The above objectives are achieved through the following technical solutions: An integrated drive axle system combining a motor and reducer for heavy-duty engineering vehicles, used to provide driving force for the vehicle, includes: A differential assembly is used to enable the left and right wheels to rotate at different speeds. The differential assembly includes an axle housing, with axle arms at both ends of the axle housing. Half shafts are provided inside the axle arms. A first rotating shaft is rotatably disposed in a circular hole on the axle housing. The axle housing is provided with a differential structure that is connected to the two half shafts and a reduction structure that transmits the rotational power of the first rotating shaft to the differential structure by superimposing and reducing the speed through the integration of main and auxiliary reducers.

[0011] An electric drive assembly for providing driving force is disposed on the bridge arm and is drively connected to the first rotating shaft.

[0012] A braking assembly for wheel braking includes a first ring sleeve disposed at the end of the bridge arm and sealed to the half-shaft. A second ring sleeve, also sealed to the half-shaft, is disposed at the end of the first ring sleeve. A first ring groove and a second ring groove communicating with the first ring groove are respectively formed on the end face of the first ring sleeve and the inner wall of the second ring sleeve. A plurality of third ring grooves are formed on the cylindrical surface of the second ring groove. A friction disc assembly, slidingly engaged with the half-shaft and cooperating with the end wall of the third ring groove, is disposed within the third ring groove. A first sliding plug, driven by a telescopic reciprocating motor on the bridge arm, slides within the first ring groove. Both sides of the first sliding plug are filled with coolant. A plurality of first liquid holes located on one side of the first sliding plug are formed on the cylindrical surface of the first ring groove. A second liquid hole is formed on the outermost cylindrical surface of the third ring groove, and the second liquid hole communicates with the corresponding first liquid hole through a heat dissipation pipe.

[0013] In one embodiment, the differential structure includes two first rotating sleeves respectively disposed on two half-shafts. The first rotating sleeves are connected to the corresponding bridge arms through first bearings. The two first rotating sleeves are integrally connected through a revolution ring shell. Two second gears are disposed inside the revolution ring shell through a revolution shaft and are distributed circumferentially at 180-degree intervals around the central axis of the half-shaft. The second gears mesh with the first gears on the two half-shafts.

[0014] In one embodiment, the deceleration structure includes a second rotating sleeve disposed on a first rotating sleeve. The second rotating sleeve is connected to the axle housing via a second bearing. The second rotating sleeve is provided with a first gear ring and a second gear ring. The pitch circle radius of the first gear ring is smaller than that of the second gear ring. The second gear ring meshes with three fourth gears circumferentially and evenly disposed within the axle housing. The first rotating sleeve on which the second rotating sleeve is located is provided with a ring plate. The ring plate is circumferentially and evenly disposed with three third gears meshing with the first gear ring. The first rotating sleeve on which the second rotating sleeve is located is provided with a wheel disk via a third bearing. The wheel disk is provided with a fourth gear ring meshing with a fifth gear on a first rotating shaft and a third gear ring meshing with the three fourth gears. The pitch circle diameter of the third gear ring is larger than that of the second gear ring. The transmission ratio between the fifth gear and the fourth gear ring is greater than 1. The third gear ring meshes with the three third gears.

[0015] In one embodiment, the electric drive assembly includes a transmission housing and a main drive motor. The transmission housing is bolted to a first mounting base on the outside of the bridge housing. A second rotating shaft perpendicular to a first rotating shaft is rotatably mounted inside a ring on the transmission housing. A seventh gear is mounted on the second rotating shaft, and the seventh gear meshes with a sixth gear on the first rotating shaft. The second rotating shaft is connected to a telescopic shaft via a second universal joint. The other end of the telescopic shaft is connected to the output shaft of the main drive motor via a first universal joint. The housing of the main drive motor is mounted on a bridge arm via a mounting structure with a buffer function.

[0016] In one embodiment, the housing of the main drive motor has two vertically distributed elastic plates bolted on it. The end of the upper elastic plate is hinged to a vertical fixing pin on a bridge arm, and the end of the lower elastic plate slides horizontally in a positioning sleeve on the corresponding bridge arm. Four damping rods are symmetrically connected between the housing of the main drive motor and the corresponding bridge arm, and the two ends of the damping rods are respectively connected to the housing of the main drive motor and the bridge arm ball joint.

[0017] In one embodiment, the fixing pin is disposed on a third mounting base on the outer side of the bridge arm. A limiting nut that constrains the upper elastic plate is threaded onto the fixing pin. A groove is provided at the end of the limiting nut. An insertion hole is provided on the fixing pin. A locking pin that mates with the groove on the limiting nut is disposed in the insertion hole. Both ends of the locking pin are divided into two branches that can be opened and prevent the locking pin from disengaging from the insertion hole.

[0018] In one embodiment, the bridge arm is provided with a second mounting seat for mounting a leaf spring, and the end of the half shaft is provided with a hub, on which a plurality of mounting screws are evenly arranged circumferentially.

[0019] In one embodiment, a second sliding plug is slidably disposed in the first annular groove, the second sliding plug being located between the first sliding plug and the end wall of the first annular groove, the first liquid hole being located between the first sliding plug and the second sliding plug, the first sliding plug being connected to a sliding sleeve sliding on the outside of the bridge arm by a plurality of circumferentially evenly distributed push-pull rods, the push-pull rods moving in the first guide hole on the end face of the first annular sleeve and sealingly sliding in the second guide hole on the second sliding plug, the sliding sleeve being provided with a fixed seat, the fixed seat being connected to the output shaft of the telescopic reciprocating motor.

[0020] In one embodiment, the friction disk assembly includes two static friction disks and a dynamic friction disk located between the two static friction disks. The inner cylindrical surface of the dynamic friction disk is provided with a first spline that mates with a first keyway on the half-shaft. The dynamic friction disk is circumferentially provided with a plurality of first connecting holes penetrating its disk surface. Both disk surfaces of the dynamic friction disk are provided with a first mesh groove that connects all the first connecting holes to the outer cylindrical surface and inner cylindrical surface of the dynamic friction disk. The outer cylindrical surface of the static friction disk is provided with a second spline that mates with a second keyway on the inner wall of the third annular groove. The static friction disk is circumferentially provided with a plurality of second connecting holes penetrating its disk surface. Both disk surfaces of the static friction disk are provided with a second mesh groove that connects all the second connecting holes to the outer cylindrical surface and inner cylindrical surface of the static friction disk.

[0021] In one embodiment, a plurality of fourth annular grooves are provided on the outer cylindrical surface of the second ring sleeve, which are alternately distributed with the third annular groove along the axial direction, and the heat dissipation pipe is arranged along the outer cylindrical surface of the second ring sleeve and the inner wall of the fourth annular groove.

[0022] The beneficial effects of this invention are: 1. The differential assembly in this invention integrates the core components of the traditional drive axle, such as the main reducer, auxiliary reducer, and differential, into a highly integrated design, optimizing the spatial layout, improving power transmission efficiency, and adapting to the development needs of electrification, high efficiency, and miniaturization of engineering machinery.

[0023] 2. The differential component in this invention can effectively increase the reduction ratio between the power input end and the power output end, ensuring that the half shaft has a larger output torque to drive the wheel to rotate smoothly.

[0024] 3. In this invention, the electric drive component is integrated on the axle arm of the differential component, which effectively reduces the impact between the output shaft of the main drive motor and the first rotating shaft when the drive axle moves relatively large relative to the vehicle body, effectively improving the transmission efficiency between the electric drive component and the differential component, and thus improving the overall transmission efficiency of the drive axle.

[0025] 4. The braking assembly in this invention utilizes hydraulic oil to push the three sets of friction disc assemblies bidirectionally and reciprocally to achieve more effective braking of the wheels. At the same time, while the hydraulic oil pushes the three sets of friction disc assemblies bidirectionally and reciprocally to achieve braking, the hydraulic oil also circulates back and forth. This allows the hydraulic oil to effectively dissipate heat and control the friction disc assemblies during circulation, thereby reducing brake fade caused by high temperature during braking. Attached Figure Description

[0026] Figure 1 This is an overall schematic diagram of the invention; Figure 2 This is an overall sectional view of the present invention; Figure 3 This is a first cross-sectional view of the present invention; Figure 4 This is a second cross-sectional view of the present invention; Figure 5 This is a schematic diagram of the electric drive assembly; Figure 6 This is a cross-sectional view of the electric drive assembly; Figure 7 This is a cross-sectional view of the braking assembly; Figure 8 This is a schematic diagram of the bridge shell and upper structure; Figure 9 This is a sectional view of the second ring structure of the first ring sleeve machine; Figure 10 This is a cross-sectional view of the friction disc assembly; Figure 11 This is a schematic diagram of a dynamic friction disc; Figure 12 This is a schematic diagram of a static friction disc; Figure 13 This is a schematic diagram of the second sliding plug; Figure 14 This is a schematic diagram of the half-shaft structure; Labels in the diagram: 100. Differential assembly; 101. Axle housing; 102. First mounting base; 103. Axle arm; 104. Second mounting base; 105. Half shaft; 106. First gear; 107. Revolution shaft; 108. Second gear; 109. Revolution ring housing; 110. First rotating sleeve; 111. First bearing; 112. Ring plate; 113. Third gear; 114. First gear ring; 115. Second rotating sleeve; 116. Second bearing; 17. Second gear ring; 118. Fourth gear; 119. Third gear ring; 120. Wheel disc; 121. Fourth gear ring; 122. Third bearing; 123. Fifth gear; 124. First shaft; 125. Sixth gear; 126. Seventh gear; 127. Second shaft; 128. Transmission housing; 129. First keyway; 130. Hub; 131. Mounting screw; 132. Differential structure; 133. Reduction structure; 200. Electric drive assembly; 201. Main drive motor; 202. First universal joint; 203. Telescopic shaft; 204. Second universal joint; 205. Elastic plate; 206. Third mounting base; 207. Fixing pin; 208. Limit nut; 209. Locking pin; 210. Positioning sleeve; 211. Damping rod; 212. Mounting structure; 300. Braking assembly; 301. First ring sleeve; 302. First ring groove; 303. First guide hole; 304. First fluid hole; 305. Second ring sleeve; 306. Second ring groove; 307. Third ring groove; 308. Second keyway; 309. Second fluid hole; 310. Fourth ring groove; 311. First sliding plug; 312. Second sliding plug; 313. Second guide hole; 314. Push-pull rod; 315. Sliding sleeve; 316. Fixed base; 317. Telescopic reciprocating motor; 318. Heat dissipation pipe; 319. Friction disc assembly; 320. Moving friction disc; 321. First spline; 322. First connecting hole; 323. First mesh groove; 324. Static friction disc; 325. Second spline; 326. Second connecting hole; 327. Second mesh groove. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0028] like Figure 1-14 As shown, an integrated drive axle system combining a motor and reducer for heavy-duty engineering vehicles is used to provide driving force for the vehicle, comprising: A differential assembly 100 is used to enable differential rotation of the left and right wheels. The differential assembly 100 includes an axle housing 101, with axle arms 103 at both ends of the axle housing 101. Half shafts 105 are disposed inside the axle arms 103. A first rotating shaft 124 is rotatably disposed in a circular hole on the axle housing 101. A differential structure 132 is disposed inside the axle housing 101 and is connected to the two half shafts 105 in a transmission. A reduction structure 133 is disposed inside the axle housing 101 to superimpose and reduce the rotational power of the first rotating shaft 124 to the differential structure 132 by means of integrated main and auxiliary reducers.

[0029] An electric drive assembly 200 is used to provide driving force. The electric drive assembly 200 is disposed on the bridge arm 103 and is connected to the first rotating shaft 124 in a transmission manner.

[0030] A braking assembly 300 is used for wheel braking. The braking assembly 300 includes a first ring sleeve 301 disposed at the end of the bridge arm 103 and sealingly fitted with a half-shaft 105. A second ring sleeve 305 sealingly fitted with the half-shaft 105 is disposed at the end of the first ring sleeve 301. A first annular groove 302 and a second annular groove 306 communicating with the first annular groove 302 are respectively formed on the end face of the first ring sleeve 301 and the inner wall of the second ring sleeve 305. A plurality of third annular grooves 307 are formed on the cylindrical surface of the second annular groove 306. Each third annular groove 307 contains a... A friction disc assembly 319 is slidably fitted to the half-shaft 105 and fitted to the end wall of the third annular groove 307. A first sliding plug 311, driven by a telescopic reciprocating motor 317 on the bridge arm 103, slides in the first annular groove 302. Both sides of the first sliding plug 311 are filled with coolant. Several first liquid holes 304 located on one side of the first sliding plug 311 are opened on the cylindrical surface of the first annular groove 302. A second liquid hole 309 is opened on the cylindrical surface of the outermost third annular groove 307. The second liquid hole 309 is connected to the corresponding first liquid hole 304 through a heat dissipation pipe 318.

[0031] In a further embodiment, such as Figure 3 , Figure 4 As shown, the differential structure 132 includes two first rotating sleeves 110 respectively disposed on two half-shafts 105. The first rotating sleeves 110 are connected to the corresponding bridge arms 103 through first bearings 111. The two first rotating sleeves 110 are integrally connected through a revolution ring shell 109. Two second gears 108 are disposed inside the revolution ring shell 109 through a revolution shaft 107 and are distributed circumferentially at 180-degree intervals around the central axis of the half-shafts 105. The second gears 108 mesh with the first gears 106 on the two half-shafts 105.

[0032] In a further embodiment, such as Figure 3 , Figure 4As shown, the reduction structure 133 includes a second rotating sleeve 115 disposed on a first rotating sleeve 110. The second rotating sleeve 115 is connected to the axle housing 101 via a second bearing 116. A first gear ring 114 and a second gear ring 117 are disposed on the second rotating sleeve 115. The pitch circle radius of the first gear ring 114 is smaller than that of the second gear ring 117. The second gear ring 117 meshes with three fourth gears 118 circumferentially evenly disposed within the axle housing 101. An annular plate 112 is disposed on the first rotating sleeve 110 where the second rotating sleeve 115 is located. The annular plate 112 is circumferentially evenly disposed on the first rotating sleeve 110. Three third gears 113 are evenly arranged to mesh with the first gear ring 114. A wheel 120 is arranged on the first rotating sleeve 110 where the second rotating sleeve 115 is located, through a third bearing 122. The wheel 120 is provided with a fourth gear ring 121 that meshes with the fifth gear 123 on the first rotating shaft 124 and a third gear ring 119 that meshes with the three fourth gears 118. The pitch circle diameter of the third gear ring 119 is larger than the pitch circle diameter of the second gear ring 117. The transmission ratio between the fifth gear 123 and the fourth gear ring 121 is greater than 1. The third gear ring 119 meshes with the three third gears 113.

[0033] In a further embodiment, such as Figure 5 , Figure 6 As shown, the electric drive assembly 200 includes a transmission housing 128 and a main drive motor 201. The transmission housing 128 is bolted to a first mounting base 102 on the outside of the bridge housing 101. A second rotating shaft 127, perpendicular to the first rotating shaft 124, is rotatably disposed within a ring on the transmission housing 128. A seventh gear 126 is disposed on the second rotating shaft 127, which meshes with a sixth gear 125 on the first rotating shaft 124. The second rotating shaft 127 is connected to a telescopic shaft 203 via a second universal joint 204. The other end of the telescopic shaft 203 is connected to the output shaft of the main drive motor 201 via a first universal joint 202. The housing of the main drive motor 201 is mounted on a bridge arm 103 via a buffer mounting structure 212.

[0034] In a further embodiment, such as Figure 5 , Figure 6 As shown, the housing of the main drive motor 201 is bolted with two vertically distributed elastic plates 205. The end of the upper elastic plate 205 is hinged to a vertical fixing pin 207 on a bridge arm 103, and the end of the lower elastic plate 205 slides horizontally in the positioning sleeve 210 on the corresponding bridge arm 103. Four damping rods 211 are symmetrically connected between the housing of the main drive motor 201 and the corresponding bridge arm 103. The two ends of the damping rods 211 are respectively ball-jointed to the housing of the main drive motor 201 and the bridge arm 103.

[0035] In a further embodiment, such as Figure 5 , Figure 6 As shown, the fixing pin 207 is disposed on the third mounting base 206 on the outer side of the bridge arm 103. A limiting nut 208 is threadedly connected to the fixing pin 207 to constrain the upper elastic plate 205 thereon. The end of the limiting nut 208 is provided with a slot. The fixing pin 207 is provided with an insertion hole. A locking pin 209 that cooperates with the slot on the limiting nut 208 is disposed in the insertion hole. Both ends of the locking pin 209 are divided into two branches that can be opened and prevent the locking pin 209 from disengaging from the insertion hole.

[0036] In a further embodiment, such as Figure 1 , Figure 2 , Figure 8 , Figure 14 As shown, the bridge arm 103 is provided with a second mounting seat 104 for installing a leaf spring, and the end of the half shaft 105 is provided with a hub 130, and the hub 130 is circumferentially provided with a plurality of mounting screws 131.

[0037] In a further embodiment, such as Figures 7-9 , Figure 13 As shown, a second sliding plug 312 is slidably disposed in the first annular groove 302. The second sliding plug 312 is located between the first sliding plug 311 and the end wall of the first annular groove 302. The first liquid hole 304 is located between the first sliding plug 311 and the second sliding plug 312. The first sliding plug 311 is connected to a sliding sleeve 315 that slides on the outside of the bridge arm 103 by a plurality of circumferentially evenly distributed push-pull rods 314. The push-pull rods 314 move in the first guide hole 303 on the end face of the first annular sleeve 301 and slide in the second guide hole 313 on the second sliding plug 312. A fixed seat 316 is provided on the sliding sleeve 315. The fixed seat 316 is connected to the output shaft of the telescopic reciprocating motor 317.

[0038] In a further embodiment, such as Figures 10-12As shown, the friction disk assembly 319 includes two static friction disks 324 and a dynamic friction disk 320 located between the two static friction disks 324. The inner cylindrical surface of the dynamic friction disk 320 is provided with a first spline 321 that mates with the first keyway 129 on the half shaft 105. The dynamic friction disk 320 is circumferentially provided with a plurality of first connecting holes 322 penetrating its disk surface. Both disk surfaces of the dynamic friction disk 320 are provided with a first mesh groove 323 that connects all the first connecting holes 322 to the outer cylindrical surface and the inner cylindrical surface of the dynamic friction disk 320. The outer cylindrical surface of the static friction disk 324 is provided with a second spline 325 that mates with the second keyway 308 on the inner wall of the third annular groove 307. The static friction disk 324 is circumferentially provided with a plurality of second connecting holes 326 penetrating its disk surface. Both disk surfaces of the static friction disk 324 are provided with a second mesh groove 327 that connects all the second connecting holes to the outer cylindrical surface and the inner cylindrical surface of the static friction disk 324.

[0039] In a further embodiment, such as Figure 7 , Figure 9 As shown, the outer cylindrical surface of the second ring sleeve 305 is provided with a plurality of fourth annular grooves 310 that are alternately distributed along the axial direction with the third annular groove 307, and the heat dissipation pipe 318 is arranged along the outer cylindrical surface of the second ring sleeve 305 and the inner wall of the fourth annular groove 310.

[0040] The main drive motor 201 in this invention is a geared motor.

[0041] The differential assembly 100 of this invention highly integrates the core components of a traditional drive axle, such as the main reducer, auxiliary reducer, and differential, optimizing spatial layout and improving power transmission efficiency to meet the development needs of electrification, high efficiency, and miniaturization in engineering machinery. The differential assembly 100 effectively increases the reduction ratio, ensuring that the half-shaft 105 has greater output torque to drive the wheels to rotate smoothly. The electric drive assembly 200 is integrated onto the axle arm 103 of the differential assembly 100, effectively reducing the impact between the output shaft of the main drive motor 201 and the first rotating shaft 124 when the drive axle moves significantly relative to the vehicle body. This effectively improves the transmission efficiency between the electric drive assembly 200 and the differential assembly 100, thereby improving the overall transmission efficiency of the drive axle. The braking assembly 300 of this invention utilizes hydraulic oil to reciprocate in both directions against three sets of friction disc assemblies 319 to achieve more effective wheel braking. At the same time, while braking is achieved by reciprocating in both directions against the three sets of friction disc assemblies 319, the hydraulic oil also circulates back and forth. This allows the hydraulic oil to effectively dissipate heat and control the friction disc assemblies 319 during circulation, thereby reducing brake fade caused by high temperature during braking.

[0042] The operation flow of this invention is as follows: When the vehicle needs to move, the main drive motor 201 is started. The main drive motor 201 drives all the third gears 113 and all the fourth gears 118 to rotate through the first universal joint 202, telescopic shaft 203, second universal joint 204, second rotating shaft 127, seventh gear 126, sixth gear 125, first rotating shaft 124, fifth gear 123, fourth gear ring 121, wheel 120 and third gear ring 119. The fourth gears 118 rotate through the second gear ring 117 and second rotating sleeve 115. The first gear ring 114 is driven to rotate. Under the combined action of the first gear ring 114 and the third gear ring 119, the three third gears 113 rotate on their own axis and slowly revolve around the central axis. The three third gears 113 drive the revolving ring shell 109 to rotate around the central axis of the half shaft 105 through the ring plate 112 and the first rotating sleeve 110. The revolving ring shell 109 drives the two first gears 106 to rotate through the revolving shaft 107 and the two second gears 108. The two first gears 106 drive the corresponding hubs 130 to rotate through the half shaft 105 respectively.

[0043] Because the rotational linear velocities of the third gear ring 119 and the second gear ring 117 are equal and opposite in direction, and the ratio of the pitch circle diameters of the first gear ring 114 and the second gear ring 117 is less than 1, the rotational speed of the revolving ring housing 109 driven by the third gear 113 is relatively low. At the same time, since the transmission ratio between the fifth gear 123 and the fourth gear ring 121 is greater than 1, which is equivalent to the reduction ratio of the auxiliary reducer on the existing drive axle and intersecting with the existing auxiliary reducer, the cooperation between the fifth gear 123 and the fourth gear ring 121 is the same as that of the traditional main reducer. The reduction structure 133 integrates the main reducer and the auxiliary reducer and performs superimposed reduction drive on the revolving ring housing 109, thereby making the output speed of the half shaft 105 lower, the torque higher, and the transmission more stable.

[0044] When braking is required, the telescopic reciprocating motors 317 in the two braking assemblies 300 are activated. The telescopic reciprocating motors 317 drive the first sliding plug 311 to reciprocate within the first annular groove 302 via the fixed base 316, sliding sleeve 315, and push-pull rod 314. When the first sliding plug 311 moves towards the friction disc assembly 319, it squeezes the coolant towards the first set of friction disc assemblies 319, causing the coolant to press the stationary friction disc 324 and the moving friction disc 320 within the first set of friction disc assemblies 319 against each other. Friction braking occurs simultaneously. Coolant flows through the first connecting hole 322 and the first mesh groove 323 on the moving friction disc 320 in the first friction disc assembly 319, and the second connecting hole 326 and the second mesh groove 327 on the stationary friction disc 324, towards the second and third friction disc assemblies 319. This causes the moving friction discs 320 and stationary friction discs 324 in the remaining two friction disc assemblies 319 to engage in mutual friction braking. Simultaneously, coolant in the second annular groove 306 flows through the second liquid hole 309 and the heat dissipation pipe 318. The first liquid hole 304 moves into the space between the first sliding plug 311 and the second sliding plug 312. The second sliding plug 312 moves towards the sliding sleeve 315 until it abuts against the end wall of the first annular groove 302. At this time, the telescopic reciprocating motor 317 moves in the direction of the first sliding plug 311 towards the second sliding plug 312. The coolant between the first sliding plug 311 and the second sliding plug 312, under the pressure of the first sliding plug 311, passes through the first liquid hole 304, the heat dissipation pipe 318, and the second liquid hole 309 to reach the third set of friction disc assembly 319, so that the first... In the three sets of friction disc assemblies 319, the stationary friction disc 324 and the moving friction disc 320 squeeze and rub against each other, causing braking. At the same time, the coolant moves to the second set of friction disc assemblies 319 and the first set of friction disc assemblies 319 through the first connecting hole 322 and the first mesh groove 323 on the moving friction disc 320 and the second connecting hole 326 and the second mesh groove 327 on the stationary friction disc 324, so that the moving friction disc 320 and the stationary friction disc 324 in the remaining two sets of friction disc assemblies 319 squeeze and rub against each other, causing braking.

[0045] The flow of coolant in the first connecting hole 322 and the first mesh groove 323 on the moving friction disc 320 allows the coolant to flow on the surface of the moving friction disc 320 and effectively absorb the heat generated by friction. The flow of coolant in the second connecting hole 326 and the second mesh groove 327 on the stationary friction disc 324 allows the coolant to flow on the surface of the stationary friction disc 324 and effectively absorb the heat generated by friction. The flow of coolant in the heat dissipation pipe 318 allows the absorbed heat to be effectively dissipated, achieving the purpose of effective heat dissipation. The fourth annular groove 310 on the outer side of the second annular sleeve 305 effectively increases its outer heat dissipation area, further achieving the purpose of dissipating the heat generated by friction of the friction disc assembly 319, thereby achieving the purpose of effective heat control and heat dissipation, and effectively reducing the brake fade caused by friction heat generation of the friction disc assembly 319.

Claims

1. An integrated drive axle system combining a motor and reducer for heavy-duty engineering vehicles, used to provide driving force for the vehicle, characterized in that, include: A differential assembly is used to enable the left and right wheels to rotate at different speeds. The differential assembly includes an axle housing, with axle arms at both ends of the axle housing. A half-shaft is provided inside the axle arm. A first rotating shaft is rotatably disposed in a circular hole on the axle housing. The axle housing is provided with a differential structure that is connected to the two half-shafts and a reduction structure that transmits the rotational power of the first rotating shaft to the differential structure by superimposing and reducing the speed through the integration of main and auxiliary reducers. An electric drive assembly for providing driving force is disposed on the bridge arm and is drively connected to the first rotating shaft; A braking assembly for wheel braking includes a first ring sleeve disposed at the end of the bridge arm and sealed to the half-shaft. A second ring sleeve, also sealed to the half-shaft, is disposed at the end of the first ring sleeve. A first ring groove and a second ring groove communicating with the first ring groove are respectively formed on the end face of the first ring sleeve and the inner wall of the second ring sleeve. A plurality of third ring grooves are formed on the cylindrical surface of the second ring groove. A friction disc assembly, slidingly engaged with the half-shaft and cooperating with the end wall of the third ring groove, is disposed within the third ring groove. A first sliding plug, driven by a telescopic reciprocating motor on the bridge arm, slides within the first ring groove. Both sides of the first sliding plug are filled with coolant. A plurality of first liquid holes located on one side of the first sliding plug are formed on the cylindrical surface of the first ring groove. A second liquid hole is formed on the outermost cylindrical surface of the third ring groove, and the second liquid hole communicates with the corresponding first liquid hole through a heat dissipation pipe.

2. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 1, is characterized in that... The differential structure includes two first rotating sleeves respectively disposed on two half-shafts. The first rotating sleeves are connected to the corresponding bridge arms through first bearings. The two first rotating sleeves are integrally connected through a revolution ring shell. Two second gears are disposed inside the revolution ring shell through a revolution shaft and are distributed circumferentially at 180-degree intervals around the central axis of the half-shaft. The second gears mesh with the first gears on the two half-shafts.

3. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 1, is characterized in that... The deceleration structure includes a second rotating sleeve mounted on a first rotating sleeve. The second rotating sleeve is connected to the axle housing via a second bearing. The second rotating sleeve is provided with a first gear ring and a second gear ring. The pitch circle radius of the first gear ring is smaller than that of the second gear ring. The second gear ring meshes with three fourth gears circumferentially and evenly arranged within the axle housing. The first rotating sleeve on which the second rotating sleeve is located is provided with a ring plate. The ring plate is circumferentially and evenly arranged with three third gears meshing with the first gear ring. The first rotating sleeve on which the second rotating sleeve is located is provided with a wheel disk via a third bearing. The wheel disk is provided with a fourth gear ring meshing with a fifth gear on a first rotating shaft and a third gear ring meshing with the three fourth gears. The pitch circle diameter of the third gear ring is larger than that of the second gear ring. The transmission ratio between the fifth gear and the fourth gear ring is greater than 1. The third gear ring meshes with the three third gears.

4. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 1, is characterized in that... The electric drive assembly includes a transmission housing and a main drive motor. The transmission housing is bolted to a first mounting base on the outside of the bridge housing. A second shaft perpendicular to the first shaft is rotatably mounted inside a ring on the transmission housing. A seventh gear is mounted on the second shaft, which meshes with a sixth gear on the first shaft. The second shaft is connected to a telescopic shaft via a second universal joint. The other end of the telescopic shaft is connected to the output shaft of the main drive motor via a first universal joint. The housing of the main drive motor is mounted on a bridge arm via a mounting structure with a buffer function.

5. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 4, is characterized in that... The housing of the main drive motor has two elastic plates arranged vertically on the upper and lower sides by bolts. The end of the upper elastic plate is hinged to a vertical fixing pin on a bridge arm, and the end of the lower elastic plate slides horizontally in a positioning sleeve on the corresponding bridge arm. Four damping rods are symmetrically connected between the housing of the main drive motor and the corresponding bridge arm. The two ends of the damping rods are respectively connected to the housing of the main drive motor and the bridge arm ball joint.

6. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 5, is characterized in that... The fixing pin is set on the third mounting base on the outer side of the bridge arm. A limiting nut that constrains the upper elastic plate is threaded onto the fixing pin. A groove is opened at the end of the limiting nut. An insertion hole is opened on the fixing pin. A locking pin that cooperates with the groove on the limiting nut is provided in the insertion hole. Both ends of the locking pin are divided into two branches that can be opened and prevent the locking pin from disengaging from the insertion hole.

7. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 1, is characterized in that... The bridge arm is provided with a second mounting seat for installing a leaf spring, and the end of the half shaft is provided with a hub, on which a plurality of mounting screws are evenly arranged circumferentially.

8. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 1, is characterized in that... A second sliding plug is slidably disposed in the first annular groove. The second sliding plug is located between the first sliding plug and the end wall of the first annular groove. The first liquid hole is located between the first sliding plug and the second sliding plug. The first sliding plug is connected to a sliding sleeve that slides on the outside of the bridge arm by a plurality of circumferentially evenly distributed push-pull rods. The push-pull rods move in the first guide hole on the end face of the first annular sleeve and slide in the second guide hole on the second sliding plug. A fixed seat is provided on the sliding sleeve. The fixed seat is connected to the output shaft of the telescopic reciprocating motor.

9. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 1, is characterized in that... The friction disk assembly includes two static friction disks and a dynamic friction disk located between the two static friction disks. The inner cylindrical surface of the dynamic friction disk is provided with a first spline that mates with a first keyway on the half shaft. The dynamic friction disk is circumferentially provided with a plurality of first connecting holes penetrating its disk surface. Both disk surfaces of the dynamic friction disk are provided with a first mesh groove that connects all the first connecting holes to the outer cylindrical surface and inner cylindrical surface of the dynamic friction disk. The outer cylindrical surface of the static friction disk is provided with a second spline that mates with a second keyway on the inner wall of the third annular groove. The static friction disk is circumferentially provided with a plurality of second connecting holes penetrating its disk surface. Both disk surfaces of the static friction disk are provided with a second mesh groove that connects all the second connecting holes to the outer cylindrical surface and inner cylindrical surface of the static friction disk.

10. The integrated drive axle system for heavy-duty engineering vehicles, comprising a motor and a reducer, as described in claim 1, is characterized in that... The outer cylindrical surface of the second ring sleeve is provided with several fourth annular grooves that are alternately distributed with the third annular groove along the axial direction, and the heat dissipation pipe is arranged along the outer cylindrical surface of the second ring sleeve and the inner wall of the fourth annular groove.

Images