Dual-motor two-gear electronic differential drive axle
By designing a two-speed electronic differential drive axle in a dual-motor drive axle and setting up an electric drive system in the front and rear sides of the middle of the axle shell, the huge power consumption and center of gravity deviation are solved in the no-load state of the dual-motor drive axle. Problem, a more compact structure and a more flexible drive mode are achieved while reducing power consumption.
Patent Information
- Application Number
- CN202421391048.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-18
- Publication Date
- 2025-02-25
- Estimated Expiration
- 2034-06-18
AI Technical Summary
The existing dual-motor drive axles have huge power consumption under no-load state, limited application scenarios, and have problems such as center of gravity offset and poor structural compactness.
A dual-motor two-speed electronic differential drive axle was designed. The two electric drive systems were integrated on the front and rear sides of the middle of the axle case and arranged in reverse. They used electronic differential transmission and were neutral during high-speed cruising through the shift mechanism. Turn off the electric drive system to reduce energy consumption.
A more compact structural design is achieved, the center of gravity shift is avoided, the flexibility of the vehicle's driving mode is improved, the application scenarios are added, and the power consumption economy is taken into account on the basis of meeting the driving needs of heavy trucks.
Smart Images
Figure CN222522450U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to a dual-motor two-speed electronic differential drive bridge, belonging to the technical field of dual-electric drive bridges for new energy vehicles. Background Art
[0002] As the pace of commercial vehicle new energy is gradually accelerating, the multi-axle drive medium and heavy trucks are gradually changing from traditional structures to integrated electric drive axle structures. Electric drive axles generally adopt a dual-motor simultaneous drive operation mode. For load-carrying and towing vehicles, the dual-motor drive operation mode is undoubtedly more superior for full-load and climbing operation guarantees, but it cannot take into account the economic efficiency of power consumption. For example, for operation in an unloaded state, since its own weight may be about one-third of the full-load gross weight (empty weight ratio), the dual-motor drive mode is not flexible enough and has the problem of huge power consumption. It has the defects of limited applicable application scenarios and high overall power consumption.
[0003] Distributed drive has become a hot topic in the current research of electric drive systems. The dual-motor electric drive axle can realize distributed drive. The two motors are arranged on the left and right sides of the axle respectively, and the two motors are responsible for driving the two wheels respectively, using electronic differentials. In terms of transmission efficiency, the electronic differential is obviously much more efficient than the mechanical differential. Typical distributed drives are hub drive and wheel-side drive. The motor of the wheel-side drive is not integrated in the wheel, and has higher requirements for the layout space of the entire vehicle. The hub-driven vehicle can obtain better space utilization, but the offset setting of the two hub motors has the problem of center of gravity offset, which affects both the torque distribution of the drive axle and the structural compactness of the drive axle. Utility Model Content
[0004] The dual-motor two-speed electronic differential drive axle provided by the utility model has a more compact structure, a small space volume, and a low space occupancy rate for the entire vehicle. It avoids the offset of the center of gravity of the drive axle, facilitates the spatial arrangement of the drive axle and ensures the torque equalization of the drive axle, improves the flexibility and diversity of the vehicle's driving modes, increases the application scenarios of the drive axle, and takes into account the economic efficiency of power consumption while meeting the driving needs of heavy trucks.
[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:
[0006] A dual-motor two-speed electronic differential drive bridge comprises a bridge housing and wheel hubs mounted at both ends of the bridge housing, and is characterized in that: it also comprises two electric drive systems, the two electric drive systems are respectively integrated at the front and rear sides of the middle part of the bridge housing and are arranged in opposite directions, one electric drive system is drivingly connected to the wheel hub at one end of the bridge housing, and the other electric drive system is drivingly connected to the wheel hub at the other end of the bridge housing, the electric drive system comprises a drive motor, an input gear assembly coaxially connected to the output shaft of the drive motor, a first-speed gear assembly connected to the input gear assembly, a second-speed gear assembly connected to the input gear assembly and coaxially aligned with the first-speed gear assembly, a shifting mechanism arranged between the first-speed gear assembly and the second-speed gear assembly and performing a shifting action, and a main reduction gear assembly connected to the shifting mechanism, and the output end of the main reduction gear assembly is coaxially connected to the wheel hub.
[0007] Preferably, the input gear assembly includes an input driving gear coaxially fixed with the output shaft of the driving motor and an input driven gear meshing with the input driving wheel, the first gear gear assembly includes a first gear driving gear coaxially fixed with the input driven gear, and a first gear driven gear meshing with the first gear driving gear, the second gear gear assembly includes a second gear driving gear coaxially fixed with the input driven gear, and a second gear driven gear meshing with the second gear driving gear, and the shift mechanism is coaxially connected between the first gear driven gear and the second gear driven gear.
[0008] Preferably, the shift mechanism includes a synchronizer located between the first-gear driven gear and the second-gear driven gear, a synchronizer shaft mounted on the synchronizer, and an electric screw shift actuator that drives the synchronizer to move. The first-gear driven gear and the second-gear driven gear are respectively rotatably mounted on the synchronizer shaft, and the main reduction gear assembly is coaxially connected to the synchronizer shaft.
[0009] Preferably, a first-gear spline gear that can be combined with a synchronizer is coaxially fixed on the first-gear driven gear, and a second-gear spline gear that can be combined with a synchronizer is coaxially fixed on the second-gear driven gear, and the synchronizer is located between the first-gear spline gear and the second-gear spline gear.
[0010] Preferably, the main reduction gear assembly comprises a reduction driving gear coaxially connected to the synchronizer shaft and a reduction driven gear meshing with the reduction driving gear, and the reduction driven gear is coaxially connected to the wheel hub.
[0011] The beneficial effects of the utility model are:
[0012] The dual-motor two-speed electronic differential drive axle of the utility model has two electric drive systems integrated on the front and rear sides of the middle part of the bridge housing and arranged in opposite directions. The structure is more compact, the space volume is small, and the space occupancy rate of the whole vehicle is low. Moreover, the electric drive systems arranged in opposite directions on the front and rear sides of the middle part of the bridge housing can ensure that the center of gravity of the drive axle is not offset due to the setting of the electric drive system, avoid the offset of the center of gravity of the drive axle, facilitate the spatial arrangement of the drive axle and ensure the torque equalization of the drive axle.
[0013] The electric drive system includes a shift mechanism arranged between the first-gear gear assembly and the second-gear gear assembly. The dual-motor two-speed electronic differential drive axle mentioned above is used in the middle and rear axles of heavy trucks. When the vehicle is cruising at high speed, one or two electric drive systems can be shut down by shifting the shift mechanism into neutral, thereby reducing energy consumption, improving the flexibility and diversity of the vehicle's drive mode, and increasing the application scenarios of the drive axle, taking into account the economic efficiency of power consumption while meeting the driving needs of heavy trucks. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Figure 1 It is a schematic diagram of a dual-motor two-speed electronic differential drive axle in a specific implementation manner.
[0015] Figure 2 This is a schematic diagram of the transmission structure of a dual-motor two-speed electronic differential drive axle.
[0016] Figure 3 Schematic diagram of the transmission structure of the electric drive system and the wheel hub. DETAILED DESCRIPTION
[0017] Combine the following Figures 1 to 3 The embodiments of the present utility model are described in detail.
[0018] A dual-motor two-speed electronic differential drive bridge comprises a bridge housing 1 and wheel hubs 2 mounted at both ends of the bridge housing 1, and is characterized in that it also comprises two electric drive systems 3, which are respectively integrated at the front and rear sides of the middle part of the bridge housing 1 and arranged in opposite directions, one electric drive system 3 is drivingly connected to the wheel hub 2 at one end of the bridge housing 1, and the other electric drive system 3 is drivingly connected to the wheel hub 2 at the other end of the bridge housing 1, and the electric drive system 3 comprises a drive motor 4, an input gear assembly 5 coaxially connected to the output shaft of the drive motor 4, a first-speed gear assembly 6 connected to the input gear assembly 5, a second-speed gear assembly 7 connected to the input gear assembly 5 and coaxially aligned with the first-speed gear assembly 6, a shift mechanism 8 arranged between the first-speed gear assembly 6 and the second-speed gear assembly 7 and performing a shifting action, and a main reduction gear assembly 9 connected to the shift mechanism 8, and the output end of the main reduction gear assembly 9 is coaxially connected to the wheel hub 2.
[0019] The above-mentioned dual-motor two-speed electronic differential drive axle, the two electric drive systems 3 are integrated on the front and rear sides of the middle part of the bridge housing 1 and are arranged in reverse, the structure is more compact, the space volume is small, and the space occupancy rate of the whole vehicle is low. Moreover, the electric drive system 3 arranged in reverse on the front and rear sides of the middle part of the bridge housing 1 can ensure that the center of gravity of the drive axle is not offset due to the setting of the electric drive system, avoid the offset of the center of gravity of the drive axle, facilitate the spatial arrangement of the drive axle and ensure the torque distribution of the drive axle. The electric drive system 3 includes a shift mechanism 8 arranged between the first gear assembly 6 and the second gear assembly 7, which is used in the middle and rear axle of the heavy truck. When the vehicle is cruising at high speed, the shift mechanism 8 can be used to shift to neutral and shut down one or two electric drive systems, reduce energy consumption, improve the flexibility and diversity of the whole vehicle drive mode, increase the application scenarios of the drive axle, and take into account the power consumption economy on the basis of meeting the driving needs of heavy trucks.
[0020] Among them, the input gear assembly 5 includes an input driving gear 51 coaxially fixed with the output shaft of the driving motor 4 and an input driven gear 52 meshing with the input driving gear 51, the first gear gear assembly 6 includes a first gear driving gear 61 coaxially fixed with the input driven gear 52, and a first gear driven gear 62 meshing with the first gear driving gear 61, the second gear gear assembly 7 includes a second gear driving gear 71 coaxially fixed with the input driven gear 52, and a second gear driven gear 72 meshing with the second gear driving gear 71, and the shift mechanism 8 is coaxially connected between the first gear driven gear 62 and the second gear driven gear 72. The driving motor 4 drives the input driving gear 51 to rotate, the input driving gear 51 drives the input driven gear 52 to rotate, the input driven gear 52 drives the first gear driving gear 61 and the second gear driving gear 71 to rotate, the first gear driving gear 61 drives the first gear driven gear 62 to rotate, the second gear driving gear 71 drives the second gear driven gear 72 to rotate, the shift mechanism 8 is located between the first gear driven gear 62 and the second gear driven gear 72, and is in an intermediate neutral position when neither is combined with the first gear driven gear 62. When combined with the first gear driven gear 62, the first gear power is transmitted to the main reduction gear assembly 9, and when combined with the second gear driven gear 62, the second gear power is transmitted to the main reduction gear assembly 9.
[0021] The shift mechanism 8 includes a synchronizer 81 located between the first gear driven gear 62 and the second gear driven gear 72, a synchronizer shaft 82 mounted on the synchronizer 81, and an electric screw shift actuator 83 for driving the synchronizer 81 to move. The first gear driven gear 62 and the second gear driven gear 72 are rotatably mounted on the synchronizer shaft 82, respectively, and the main reduction gear assembly 9 is coaxially connected with the synchronizer shaft 82. When the synchronizer 81 is in the neutral position and is not combined with the first gear driven gear 62 and the second gear driven gear 72, the power output by the drive motor 4 will only drive the first gear driven gear 62 and the second gear driven gear 72 to idle on the synchronizer shaft 82, and will not be transmitted to the main reduction gear assembly 9. Only when the synchronizer 81 is combined with the first gear driven gear 62 or the second gear driven gear 72, the power of the drive motor 4 will be transmitted to the main reduction gear assembly 9 through the shift mechanism 8. The electric screw shift actuator 83 cooperates with the synchronizer 81 to push the synchronizer 81 to move left or right. When the synchronizer 81 moves to engage with the first-gear driven gear 62, the first-gear driven gear 62 drives the synchronizer 81 and the synchronizer shaft 82 to rotate synchronously, and the synchronizer shaft 82 drives the main reduction gear assembly 9 to rotate, and the main reduction gear assembly 9 transmits power to the wheel hub 2 to form a first-gear transmission; when the synchronizer 81 moves to engage with the second-gear driven gear 72, the second-gear driven gear 72 drives the synchronizer 81 and the synchronizer shaft 82 to rotate synchronously, and the synchronizer shaft 82 drives the main reduction gear assembly 9 to rotate, and the main reduction gear assembly 9 transmits power to the wheel hub 2 to form a second-gear transmission.
[0022] Among them, the first gear spline gear 63 that can be combined with the synchronizer 81 is coaxially fixed on the first gear driven gear 62, and the second gear spline gear 73 that can be combined with the synchronizer 81 is coaxially fixed on the second gear driven gear 72, and the synchronizer 81 is located between the first gear spline gear 63 and the second gear spline gear 73. The spline gear sleeve on the synchronizer 81 cooperates with the electric screw gear shift actuator 83, and moves with the electric screw gear shift actuator 83 to form a spline match with the first gear spline gear 63 or the second gear spline gear 73. When the spline gear sleeve on the synchronizer 81 is between the second gear spline gear 63 and the second gear spline gear 73, and is not combined with both, the synchronizer 81 is in a neutral position and will not transmit power to the main reduction gear assembly 9.
[0023] The main reduction gear assembly 9 includes a reduction driving gear 91 coaxially connected to the synchronizer shaft 82 and a reduction driven gear 92 meshing with the reduction driving gear 91, and the reduction driven gear 92 is coaxially connected to the wheel hub 2. The synchronizer shaft 82 drives the reduction driving gear 91 to rotate, and the reduction driving gear 91 drives the reduction driven gear 92 to rotate, transmitting power to the wheel hub 2, so that the wheel on the wheel hub 2 rotates.
[0024] The transmission routes of the two electric drive systems 3 in the dual-motor two-speed electronic differential drive axle described above are the same. When the synchronizer 81 is combined with the first-speed spline gear 63, the electric drive system 3 is in first-speed transmission. When the synchronizer 81 is combined with the second-speed spline gear 73, the electric drive system is in second-speed transmission. When the synchronizer 81 is not combined with the first-speed spline gear 63 and the second-speed spline gear 73, it is in the gear position and the electric drive system does not transmit. During the transmission of the two electric drive systems 3 at the same time, when one of the electric drive systems 3 needs to shift gears, the other electric drive system 3 maintains the current gear transmission unchanged, so that during the shifting process of one electric drive system 3, the other electric drive system 3 remains in motion. force output to avoid power interruption during gear shifting; the wheel hub 2 corresponds to the electric drive system 3 one by one, and the speed of the wheel hub 2 can be controlled by controlling the output speed of the drive motor 4 in the electric drive system 3, forming a differential between the two wheel hubs 2 and realizing the electronic differential function; the dual-motor two-speed electronic differential drive axle described above is used in the middle and rear axles of heavy trucks. When the vehicle is cruising at high speed and the front cruise axle drive of the whole vehicle can meet the power demand, one or two electric drive systems 3 can be shut down by shifting to neutral through the shifting mechanism, thereby reducing energy consumption, improving the flexibility and diversity of the vehicle's driving mode, increasing the application scenarios of the drive axle, and taking into account the economic efficiency of power consumption while meeting the driving needs of heavy trucks.
[0025] The above is a complete description of the technical solutions of the embodiments of the utility model in combination with the accompanying drawings. It should be noted that the described embodiments are only part of the embodiments of the utility model. Based on the embodiments in 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.
Claims
1. A dual-motor two-speed electronic differential drive axle, comprising a bridge housing and wheel hubs mounted at both ends of the bridge housing, characterized in that: It also includes two electric drive systems, which are respectively integrated on the front and rear sides of the middle part of the bridge housing and arranged in opposite directions. One electric drive system is connected to the wheel hub at one end of the bridge housing, and the other electric drive system is connected to the wheel hub at the other end of the bridge housing. The electric drive system includes a drive motor, an input gear assembly coaxially connected to the output shaft of the drive motor, a first-gear gear assembly connected to the input gear assembly, a second-gear gear assembly connected to the input gear assembly and coaxially aligned with the first-gear gear assembly, a shifting mechanism arranged between the first-gear gear assembly and the second-gear gear assembly and performing a shifting action, and a main reduction gear assembly connected to the shifting mechanism, and the output end of the main reduction gear assembly is coaxially connected to the wheel hub.
2. The dual-motor two-speed electronic differential drive axle according to claim 1, characterized in that: The input gear assembly includes an input driving gear coaxially fixed with the output shaft of the driving motor and an input driven gear meshing with the input driving wheel. The first gear gear assembly includes a first gear driving gear coaxially fixed with the input driven gear and a first gear driven gear meshing with the first gear driving gear. The second gear gear assembly includes a second gear driving gear coaxially fixed with the input driven gear and a second gear driven gear meshing with the second gear driving gear. The shift mechanism is coaxially connected between the first gear driven gear and the second gear driven gear.
3. The dual-motor two-speed electronic differential drive axle according to claim 2, characterized in that: The shift mechanism includes a synchronizer located between the first-gear driven gear and the second-gear driven gear, a synchronizer shaft assembled on the synchronizer, and an electric screw shift actuator that drives the synchronizer to move. The first-gear driven gear and the second-gear driven gear are respectively rotatably mounted on the synchronizer shaft, and the main reduction gear assembly is coaxially connected to the synchronizer shaft.
4. The dual-motor two-speed electronic differential drive axle according to claim 3, characterized in that: A first-gear spline gear that can be combined with a synchronizer is coaxially fixed on the first-gear driven gear, and a second-gear spline gear that can be combined with a synchronizer is coaxially fixed on the second-gear driven gear. The synchronizer is located between the first-gear spline gear and the second-gear spline gear.
5. The dual-motor two-speed electronic differential drive axle according to claim 1, characterized in that: The main reduction gear assembly comprises a reduction driving gear coaxially connected to the synchronizer shaft and a reduction driven gear meshing with the reduction driving gear, and the reduction driven gear is coaxially connected to the wheel hub.