Drive axle and new energy vehicle
By adopting a sliding sleeve transmission connection design in the drive axle of new energy light trucks, the problems of low energy utilization during sliding and drum brake wear are solved, and more efficient energy utilization and a more compact structure are achieved, extending the vehicle cruising range.
Patent Information
- Application Number
- CN202421218268.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-30
- Publication Date
- 2025-01-14
- Estimated Expiration
- 2034-05-30
AI Technical Summary
The driving axle of the new energy light truck is low due to oil agitation and friction losses caused by the rotation of parts when sliding, and due to the lack of additional air sources, the drum brakes produce abnormal wear at high speeds, resulting in transmission efficiency. Low.
The drive axle design adopts a differential, left half shaft, right half shaft, first transmission on-off switch and second transmission on-off switch. The transmission of the differential is cut off when the neutral gear is sliding. Avoid parts rotation and reduce oil agitation and friction losses.
It improves the effective utilization rate of kinetic energy, reduces oil stirring and friction losses, extends the range of new energy vehicles, and avoids abnormal wear of drum brakes, achieving a more compact structure and efficient energy utilization.
Smart Images
Figure CN222346764U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of new energy vehicles, in particular to a drive axle and a new energy vehicle. Background Art
[0002] As a mainstream technical solution for new energy light trucks, the operating efficiency of the single-speed reduction electric drive axle directly affects the vehicle's range. However, when the vehicle is coasting, the wheels will rotate with the half shaft, differential, gear shaft and other parts. The rotation of these parts will cause energy consumption such as oil stirring loss and friction loss, which greatly reduces the effective utilization rate of energy of new energy vehicles.
[0003] In addition, for light trucks of 4.5 tons or less, most are not equipped with an additional air source for braking, so hydraulic brakes are usually required as driving brakes, and hand-pull drum brakes are used as parking brakes. Since drum brakes cannot withstand high-speed conditions, drum brakes will produce abnormal wear and abnormal noise when the speed is too high. Drum brakes are usually arranged on the intermediate shaft that meshes with the input shaft of the reducer. Therefore, it is necessary to reserve installation space for drum brakes on the intermediate shaft, which increases the size of the drive axle. It is even necessary to increase the transmission to three levels to reserve enough space between the brake drum and the bridge housing, which results in a transmission efficiency that is significantly lower than that of a drive axle with a two-level transmission. Utility Model Content
[0004] The utility model aims to provide a drive axle and a new energy vehicle to alleviate the technical problem of low energy utilization rate of the drive axle.
[0005] In a first aspect, the drive axle provided by the utility model comprises: a differential, a left half shaft, a right half shaft, a first transmission on-off switch and a second transmission on-off switch;
[0006] The left half shaft is connected to the differential through the first transmission on-off switch, and the right half shaft is connected to the differential through the second transmission on-off switch.
[0007] In combination with the first aspect, the utility model provides a first possible implementation manner of the first aspect, wherein the first transmission on-off switch includes a first sleeve, and the first sleeve is axially slidably fitted with the left half-shaft to achieve engagement or disengagement of the first sleeve with the differential.
[0008] In combination with the first possible implementation of the first aspect, the utility model provides a second possible implementation of the first aspect, wherein the left half shaft is provided with a left half shaft combining tooth matched with the first sliding sleeve.
[0009] In combination with the first aspect, the utility model provides a third possible implementation of the first aspect, wherein the second transmission on-off switch includes a second sleeve, and the second sleeve is axially slidably engaged with the right half-shaft to achieve engagement or disengagement of the second sleeve with the differential.
[0010] In combination with the third possible implementation of the first aspect, the utility model provides a fourth possible implementation of the first aspect, wherein the right half shaft is provided with a right half shaft combining tooth matched with the second sliding sleeve.
[0011] In combination with the first aspect, the utility model provides a fifth possible implementation of the first aspect, wherein the differential comprises: a planet carrier, a main reduction gear, a planetary gear, a left half shaft gear and a right half shaft gear;
[0012] The main reduction gear is connected to the planet carrier, and the planetary gear is rotatably connected to the planet carrier;
[0013] The main reduction gear, the left half-shaft gear and the right half-shaft gear are coaxial, and the left half-shaft gear and the right half-shaft gear are respectively meshed with the planetary gear;
[0014] The left half shaft and the left half shaft gear are driven via the first transmission on-off switch, and the right half shaft and the right half shaft gear are driven via the second transmission on-off switch.
[0015] In combination with the fifth possible implementation of the first aspect, the utility model provides a sixth possible implementation of the first aspect, wherein the left half-shaft gear is connected to a left output shaft, and the left output shaft is provided with a first coupling tooth adapted to the first transmission on-off switch;
[0016] The right half-shaft gear is connected to a right output shaft, and the right output shaft is provided with a second coupling tooth adapted to the second transmission on-off switch.
[0017] In combination with the fifth possible implementation of the first aspect, the utility model provides a seventh possible implementation of the first aspect, wherein the drive axle further comprises: a drive motor, an input shaft, an input tooth, an intermediate shaft, a primary driven tooth, and a secondary driving tooth;
[0018] The input shaft is drivingly connected to the drive motor, and the input gear is connected to the input shaft;
[0019] The primary driven teeth and the secondary driving teeth are respectively connected to the intermediate shaft, the input teeth are meshed with the primary driven teeth, and the secondary driving teeth are meshed with the main reduction teeth.
[0020] In combination with the first aspect, the utility model provides an eighth possible implementation manner of the first aspect, wherein the input shaft is connected to a brake disc;
[0021] The drive axle is equipped with a caliper adapted to the brake disc.
[0022] In a second aspect, the new energy vehicle provided by the utility model is equipped with the drive axle recorded in the first aspect.
[0023] The embodiments of the utility model bring the following beneficial effects: the left half-shaft and the differential are connected by a first transmission on-off switch, and the right half-shaft and the differential are connected by a second transmission on-off switch. The transmission between the left half-shaft and the differential can be cut off by the first transmission on-off switch, and the transmission between the right half-shaft and the differential can be cut off by the second transmission on-off switch. When gliding in neutral gear, the wheels only drive the left and right half-shafts to rotate, which reduces oil stirring loss and friction loss, and is beneficial to improving the effective utilization rate of kinetic energy.
[0024] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS
[0025] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the related technologies, the drawings required for use in the specific implementation methods or the related technical descriptions will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.
[0026] Figure 1 A schematic diagram of a driving axle provided in an embodiment of the utility model in a driving state;
[0027] Figure 2 A schematic diagram of a drive axle in a neutral sliding state provided by an embodiment of the utility model.
[0028] Icons: 001 - Differential; 110 - Planetary carrier; 120 - Main reduction gear; 130 - Planetary gear; 140 - Left half-shaft gear; 141 - Left output shaft; 150 - Right half-shaft gear; 151 - Right output shaft; 002 - Left half-shaft; 003 - Right half-shaft; 004 - First transmission on-off switch; 005 - Second transmission on-off switch; 006 - Drive motor; 007 - Input shaft; 008 - Input gear; 009 - Intermediate shaft; 010 - Primary driven gear; 011 - Secondary driving gear; 012 - Brake disc; 013 - Caliper. DETAILED DESCRIPTION
[0029] The technical solution of the utility model will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.
[0030] In the description of the present utility model, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first", "second", and "third" are only used to describe the difference in names, and cannot be understood as indicating or implying relative importance. The physical quantities in the formula, if not separately marked, should be understood as basic quantities of the basic units of the International System of Units, or derived quantities derived from the basic quantities through mathematical operations such as multiplication, division, differentiation or integration.
[0031] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0032] like Figure 1 and Figure 2 As shown, the drive axle provided by the embodiment of the utility model includes: a differential 001, a left half shaft 002, a right half shaft 003, a first transmission on-off switch 004 and a second transmission on-off switch 005; the left half shaft 002 and the differential 001 are transmission connected via the first transmission on-off switch 004, and the right half shaft 003 and the differential 001 are transmission connected via the second transmission on-off switch 005.
[0033] See also Figure 1 When driving, the first transmission on-off switch 004 connects the left half shaft 002 with the differential 001 for transmission, and the second transmission on-off switch 005 connects the right half shaft 003 with the differential 001 for transmission, so that the power input to the differential 001 can be transmitted to the wheels through the left half shaft 002 and the right half shaft 003 respectively, thereby driving the vehicle to move forward.
[0034] See also Figure 2When coasting in neutral gear, the first transmission on-off switch 004 and the second transmission on-off switch 005 are driven by manual switching or electronically controlled power switching. The left half shaft 002 and the differential 001 are disconnected from each other through the first transmission on-off switch 004, and the right half shaft 003 and the differential 001 are disconnected from each other through the second transmission on-off switch 005. The power from the wheels only drives the left half shaft 002 and the right half shaft 003 to rotate, and the differential 001 and its upstream components in the transmission route will not rotate, thereby avoiding energy consumption such as oil stirring loss and friction loss, improving the effective utilization rate of energy in the neutral gear coasting state, and being beneficial to improving the endurance performance.
[0035] It should be noted that, under the condition that the differential lock is installed in the differential 001, the left half shaft 002 and the right half shaft 003 can be selectively engaged relative to the differential 001 through the first transmission on-off switch 004 and the second transmission on-off switch 005, so that the power input to the slipping wheel can be disconnected and all the power can be applied to the non-slipping wheel, thereby improving the off-road performance of the vehicle.
[0036] In an optional embodiment, the first transmission on-off switch 004 and the second transmission on-off switch 005 may use a clutch to connect and disconnect power.
[0037] In the embodiment of the utility model, the first transmission on-off switch 004 includes a first sliding sleeve, and the first sliding sleeve is axially slidably matched with the left half shaft 002 to achieve the engagement or disengagement of the first sliding sleeve and the differential 001.
[0038] The second transmission on-off switch 005 includes a second sliding sleeve, which is axially slidably matched with the right half shaft 003 to achieve the engagement or disengagement of the second sliding sleeve and the differential 001.
[0039] Compared with the use of a clutch for transmission on and off, the use of a sliding sleeve engagement method has a simpler structure and a more compact layout size.
[0040] Furthermore, the left half-shaft 002 is provided with a left half-shaft combining tooth adapted to the first sleeve, and the right half-shaft 003 is provided with a right half-shaft combining tooth adapted to the second sleeve. When driving, the left half-shaft combining tooth cooperates with the first sleeve, and the right half-shaft combining tooth cooperates with the second sleeve, which can ensure the torque transmission efficiency and avoid torque loss due to transmission slippage.
[0041] like Figure 1 and Figure 2As shown, the differential 001 includes: a planetary carrier 110, a main reduction gear 120, a planetary gear 130, a left half-shaft gear 140 and a right half-shaft gear 150; the main reduction gear 120 is connected to the planetary carrier 110, and the planetary gear 130 is rotatably connected to the planetary carrier 110; the main reduction gear 120, the left half-shaft gear 140 and the right half-shaft gear 150 are coaxial, and the left half-shaft gear 140 and the right half-shaft gear 150 are respectively meshed with the planetary gear 130; the left half-shaft 002 and the left half-shaft gear 140 are driven via the first transmission on-off switch 004, and the right half-shaft 003 and the right half-shaft gear 150 are driven via the second transmission on-off switch 005.
[0042] In this embodiment, the left half-shaft gear 140 is connected to the left output shaft 141, and the left output shaft 141 is provided with a first coupling tooth matched with the first transmission on-off switch 004; the right half-shaft gear 150 is connected to the right output shaft 151, and the right output shaft 151 is provided with a second coupling tooth matched with the second transmission on-off switch 005. When driving, the first coupling tooth and the left half-shaft coupling tooth are both matched with the first sliding sleeve, and the second coupling tooth and the right half-shaft coupling tooth are both matched with the second sliding sleeve; when gliding in neutral gear, the first sliding sleeve slides axially to disengage from the first coupling tooth, and the second sliding sleeve slides axially to disengage from the second coupling tooth.
[0043] In an optional embodiment, the left half-shaft 002 and the left half-shaft gear 140 can also achieve power transmission through a first coupling, and the first transmission on-off switch 004 is connected to the first coupling to adjust the connection state between the first coupling and the left half-shaft gear 140; the right half-shaft 003 and the right half-shaft gear 150 can also achieve power transmission through a second coupling, and the second transmission on-off switch 005 is connected to the second coupling to adjust the connection state between the second coupling and the right half-shaft gear 150.
[0044] like Figure 1 and Figure 2 As shown, the drive axle also includes: a drive motor 006, an input shaft 007, input teeth 008, an intermediate shaft 009, a primary driven tooth 010 and a secondary driving tooth 011; the input shaft 007 is drivingly connected to the drive motor 006, and the input teeth 008 are connected to the input shaft 007; the primary driven tooth 010 and the secondary driving tooth 011 are respectively connected to the intermediate shaft 009, the input teeth 008 are meshed with the primary driven tooth 010, and the secondary driving tooth 011 is meshed with the final reduction tooth 120.
[0045] When the vehicle is driven with the drive motor 006 as the power source, the drive motor 006 drives the input shaft 007 to rotate, and transmits it to the primary driven gear 010 through the input gear 008 to achieve primary deceleration and torque increase. The primary driven gear 010 drives the intermediate shaft 009 to rotate, and transmits it to the main reduction gear 120 through the secondary driving gear 011 to achieve secondary deceleration and torque increase. Then the power is transmitted to the corresponding wheels via the left half shaft 002 and the right half shaft 003 respectively.
[0046] In addition, the input shaft 007 is connected to a brake disc 012; the drive axle is equipped with a caliper 013 adapted to the brake disc 012. The torque of the input shaft 007 is small, so the required diameter of the brake disc 012 is small, which is easy to achieve a compact layout and a small structure. In addition, the brake disc 012 connected to the input shaft 007 can adapt to high-speed working conditions, and can avoid abnormal wear and abnormal noise in high-speed working conditions.
[0047] The new energy vehicle provided by the embodiment of the utility model is equipped with the drive axle recorded in the above-mentioned implementation mode. The new energy vehicle has the technical effects of the above-mentioned drive axle. On the one hand, the drive axle structure is more compact and easy to layout the whole vehicle; on the other hand, the energy utilization efficiency of the drive axle is higher, which is conducive to extending the cruising range of the new energy vehicle.
[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the utility model.
Claims
1. A drive axle, characterized in that: include: A differential (001), a left half shaft (002), a right half shaft (003), a first transmission on-off switch (004) and a second transmission on-off switch (005); The left half shaft (002) is connected to the differential (001) by means of the first transmission on-off switch (004), and the right half shaft (003) is connected to the differential (001) by means of the second transmission on-off switch (005).
2. The drive axle according to claim 1, characterized in that: The first transmission on-off switch (004) comprises a first sliding sleeve, and the first sliding sleeve is axially slidably matched with the left half shaft (002) to achieve engagement or disengagement of the first sliding sleeve with the differential (001).
3. The drive axle according to claim 2, characterized in that: The left half shaft (002) is provided with a left half shaft combining tooth matched with the first sliding sleeve.
4. The drive axle according to claim 1, characterized in that: The second transmission on-off switch (005) comprises a second sliding sleeve, and the second sliding sleeve is axially slidably matched with the right half shaft (003) to achieve engagement or disengagement of the second sliding sleeve with the differential (001).
5. The drive axle according to claim 4, characterized in that: The right half shaft (003) is provided with a right half shaft coupling tooth adapted to the second sliding sleeve.
6. The drive axle according to claim 1, characterized in that: The differential (001) comprises: a planet carrier (110), a main reduction gear (120), a planetary gear (130), a left half-shaft gear (140) and a right half-shaft gear (150); The main reduction gear (120) is connected to the planet carrier (110), and the planetary gear (130) is rotatably connected to the planet carrier (110); The main reduction gear (120), the left half-shaft gear (140) and the right half-shaft gear (150) are coaxial, and the left half-shaft gear (140) and the right half-shaft gear (150) are respectively meshed with the planetary gear (130); The left half shaft (002) and the left half shaft gear (140) are driven via the first transmission on-off switch (004), and the right half shaft (003) and the right half shaft gear (150) are driven via the second transmission on-off switch (005).
7. The drive axle according to claim 6, characterized in that: The left half-shaft gear (140) is connected to a left output shaft (141), and the left output shaft (141) is provided with a first coupling tooth adapted to the first transmission on-off switch (004); The right half-shaft gear (150) is connected to a right output shaft (151), and the right output shaft (151) is provided with a second coupling tooth adapted to the second transmission on-off switch (005).
8. The drive axle according to claim 6, characterized in that: The drive axle further comprises: a drive motor (006), an input shaft (007), input teeth (008), an intermediate shaft (009), a primary driven tooth (010) and a secondary driving tooth (011); The input shaft (007) is drivingly connected to the drive motor (006), and the input tooth (008) is connected to the input shaft (007); The primary driven teeth (010) and the secondary driving teeth (011) are respectively connected to the intermediate shaft (009), the input teeth (008) are meshed with the primary driven teeth (010), and the secondary driving teeth (011) are meshed with the main reduction teeth (120).
9. The drive axle according to claim 8, characterized in that: The input shaft (007) is connected to a brake disc (012); The drive axle is provided with a caliper (013) adapted to the brake disc (012).
10. A new energy vehicle, characterized in that: The new energy vehicle is equipped with the drive axle described in any one of claims 1 to 9.