Electric drive axle assembly and vehicle

Abstract

The utility model relates to an electric drive axle assembly and a vehicle, the electric drive axle assembly comprises two electric drive axles which are symmetrically arranged, each electric drive axle comprises a motor, an input shaft connected with the motor, a gear shaft system connected with the input shaft, a differential mechanism connected with the gear shaft system and an output shaft connected with the differential mechanism; a transmission shaft is arranged between the two electric drive axles and arranged on a gear shaft closer to the two motors in the power transmission path, one end of the transmission shaft is in transmission connection with the gear shaft system of one electric drive axle, and the other end of the transmission shaft is selectively in transmission connection or not in transmission connection with the gear shaft system of the other electric drive axle.

Description

Technical Field

[0001] The utility model relates to the technical field of new energy vehicle power systems, in particular to an electric drive axle assembly and a vehicle. Background Art

[0002] At present, pure electric heavy commercial trucks mostly adopt two drive modes, namely central electric drive and electric drive axle, to achieve vehicle power transmission. Since the electric drive axle has the advantage of a smaller installation space, it has greater development potential; compared with traditional fuel vehicles or central electric drive vehicles, the power of electric drive axle vehicles is distributed dispersedly, and it is often difficult to drive on low adhesion roads or get out of trouble.

[0003] To solve the above problems, the prior art has proposed an electric drive axle system with inter-axle power interlock. However, the inter-axle power interlock devices in the prior art often have low design efficiency and difficult operation; since the power is led out from the differential, the inertia of the entire rotating chain is large, resulting in difficult realization of the engagement and disengagement operations of the clutch; at the same time, due to the large torque on the transmission shaft, the clutch and the transmission shaft must be designed thick and heavy, which not only increases the overall weight of the vehicle, but also reduces the response speed and efficiency of the system. Summary of the Utility Model

[0004] The utility model discloses an electric drive axle assembly and a vehicle, aiming to solve the technical problems existing in the prior art.

[0005] The utility model adopts the following technical solutions:

[0006] On the one hand, an embodiment of the utility model provides an electric drive axle assembly, which includes two symmetrically arranged electric drive axles. Each electric drive axle includes a motor, an input shaft connected to the motor, a gear shaft system connected to the input shaft, a differential connected to the gear shaft system, and an output shaft connected to the differential;

[0007] A transmission shaft is arranged between the two electric drive axles. The transmission shaft is arranged on the gear shaft closer to the two motors in the power transmission path. One end of the transmission shaft is drivingly connected to the gear shaft system of one electric drive axle, and the other end of the transmission shaft is selectively drivingly connected or not connected to the gear shaft system of the other electric drive axle.

[0008] As a preferred technical solution, the two electric drive axles are respectively configured as a first electric drive axle and a second electric drive axle;

[0009] The first electric drive axle includes a first motor, a first input shaft, a first gear shaft system, a first differential and a pair of first output half shafts;

[0010] The second electric drive axle includes a second motor, a second input shaft, a second gear shaft system, a second differential and a pair of second output half shafts;

[0011] One end of the transmission shaft is drivingly connected to the first gear train, and a first sliding sleeve is provided at the other end of the transmission shaft, and is selectively drivingly connected or disconnected from the second gear train through the first sliding sleeve.

[0012] As a preferred technical solution, a first driven bevel gear is drivingly and fixedly connected to one end of the transmission shaft;

[0013] The first gear train includes a first constantly meshing gear, a first reduction gear set, a second reduction gear set, and a first driving bevel gear. The first constantly meshing gear meshes with the first input shaft. The first reduction gear set includes a first driving gear and a first driven gear. The second reduction gear set includes a second driving gear and a second driven gear. The first constantly meshing gear is coaxially driven with the first driving gear, the second driving gear, and the first driving bevel gear. One end of the first driving bevel gear is fixedly connected to the first driving gear, and the other end of the first driving bevel gear meshes with the first driven bevel gear.

[0014] As a preferred technical solution, the reduction ratio of the first reduction gear set is greater than that of the second reduction gear set. A second sliding sleeve is provided between the first driving gear and the second driving gear. The second sliding sleeve is selectively drivingly connected to the first driving gear or the second driving gear, and the second sliding sleeve is coaxially arranged and drivingly fixedly connected to the first constantly meshing gear.

[0015] As a preferred technical solution, a second driven bevel gear and a first sliding sleeve are provided at the other end of the transmission shaft. The first sliding sleeve is drivingly fixedly connected to the transmission shaft, and the first sliding sleeve is selectively drivingly connected or disconnected from the second driven bevel gear;

[0016] The second gear train includes a second constantly meshing gear, a third reduction gear set, a fourth reduction gear set, and a second driving bevel gear. The second constantly meshing gear meshes with the second input shaft. The third reduction gear set includes a third driving gear and a third driven gear. The fourth reduction gear set includes a fourth driving gear and a fourth driven gear. The second constantly meshing gear is coaxially driven with the third driving gear, the fourth driving gear, and the second driving bevel gear. One end of the second driving bevel gear is fixedly connected to the third driving gear, and the other end of the second driving bevel gear meshes with the second driven bevel gear.

[0017] As a preferred technical solution, the reduction ratio of the third reduction gear set is greater than that of the fourth reduction gear set. A third sliding sleeve is provided between the third driving gear and the fourth driving gear. The third sliding sleeve is selectively drivingly connected to the third driving gear or the fourth driving gear, and the third sliding sleeve is coaxially arranged and drivingly fixedly connected to the second constantly meshing gear.

[0018] As a preferred technical solution, the reduction ratio of the third reduction gear set is the same as that of the first reduction gear set, and the reduction ratio of the fourth reduction gear set is the same as that of the second reduction gear set.

[0019] As a preferred technical solution, when the vehicle is traveling on a low-adhesion road or getting out of trouble, the second sliding sleeve is transmission-connected to the first driving gear, the third sliding sleeve is transmission-connected to the third driving gear, and the first sliding sleeve is transmission-connected to the second driven bevel gear.

[0020] As a preferred technical solution, the first driven gear and the second driven gear are respectively connected to the first differential transmission, and the third driven gear and the fourth driven gear are respectively connected to the second differential transmission.

[0021] In a second aspect, an embodiment of the utility model further provides a vehicle, comprising an electric drive axle assembly as described above.

[0022] One embodiment of the above utility model has the following advantages or beneficial effects:

[0023] The utility model mainly provides an electric drive axle assembly, which realizes high-speed, low-torque power transmission by arranging an efficient transmission shaft between two symmetrically arranged electric drive axles and placing it close to the motor, thereby improving system efficiency and reducing weight. At the same time, multiple sets of reduction gears and flexible sliding sleeve mechanisms are adopted, so that the system can quickly switch transmission modes according to different driving conditions and optimize power distribution.

[0024] The utility model not only significantly improves the vehicle's ability to escape from trouble, but also enhances its adaptability under various complex road conditions. The modular structural design simplifies the production and maintenance process, and the flexible power distribution mechanism also helps to improve the overall energy efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solution of the embodiment of the utility model, the following is a brief introduction to the drawings required for the description of the embodiment, which constitute a part of the utility model. The schematic embodiment of the utility model and its description explain the utility model and do not constitute an improper limitation of the utility model. In the drawings:

[0026] Figure 1 This is a schematic structural diagram of the electric drive axle assembly disclosed in Example 1 of the utility model.

[0027] Description of reference numerals:

[0028] The first motor 11, the first input shaft 12, the first constantly meshing gear 13, the first driving gear 14, the first driven gear 15, the second driving gear 16, the second driven gear 17, the second sliding sleeve 18, the first driving bevel gear 19, the second motor 21, the second input shaft 22, the second constantly meshing gear 23, the third driving gear 24, the third driven gear 25, the fourth driving gear 26, the fourth driven gear 27, the third sliding sleeve 28, the second driving bevel gear 29, the transmission shaft 31, the first driven bevel gear 32, the second driven bevel gear 33, the first sliding sleeve 34, the first differential 41, the first output half shaft 51, the second differential 61, the second output half shaft 71, and the wheel 81. Detailed implementation manners

[0029] To make the objectives, technical solutions and advantages of the present utility model clearer, the technical solutions of the present utility model will be clearly and completely described below in conjunction with specific embodiments of the present utility model and the corresponding drawings. In the description of the present utility model, it should be noted that the term "or" is generally used in the sense of including "and / or", unless otherwise clearly specified in the content.

[0030] In the description of the present utility model, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" 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 directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations. In addition, in the description of this application, the terms "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0031] Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0032] Reference Figure 1In order to meet the driving needs or escape needs of vehicles on low-adhesion roads, the embodiment of the utility model provides an electric drive axle assembly, in which two symmetrically arranged electric drive axles are provided, each electric drive axle includes a motor, a gear shaft system, a differential and a pair of output half shafts which are sequentially connected in transmission, wherein the motor is connected to the gear shaft system through an input shaft, and the two ends of the pair of output half shafts are respectively connected to the vehicle; a transmission shaft 31 is provided between the two electric drive axles, and the transmission shaft 31 is arranged on the gear shaft closer to the two motors in the power transmission path. One end of the transmission shaft 31 is transmission-connected to the gear shaft system of one electric drive axle, and the other end of the transmission shaft 31 can be selectively transmission-connected or not connected to the gear shaft system of the other electric drive axle, and efficient inter-axle power interlocking can be achieved when the transmission is connected. This interlocking structure enables the transmission shaft 31 to operate in a high-speed, low-torque state, thereby improving transmission efficiency and reducing energy loss.

[0033] In a preferred embodiment, the two electric drive axles are respectively defined as a first electric drive axle and a second electric drive axle, wherein the first electric drive axle includes a first motor 11, a first input shaft 12, a first differential 41 and a pair of first output half shafts 51, and the second electric drive axle has the same configuration as the first electric drive axle and a symmetrical structure, and includes a second motor 21, a second input shaft 22, a second gear shaft system, a second differential 61 and a pair of second output half shafts 71; one end of the transmission shaft 31 is transmission-connected to the first gear shaft system, and the other end of the transmission shaft 31 is provided with a first sleeve 34. When the first sleeve 34 is transmission-connected to the second gear shaft system, power interlocking between the first electric drive axle and the second electric drive axle is achieved, and greater traction can be provided at this time to help the vehicle get out of trouble; when the first sleeve 34 is not connected to the second gear shaft system, the first electric drive axle and the second electric drive axle work independently, and each electric drive axle will independently transmit the power generated by its motor to its respective differential and output half shaft to drive its connected wheels 81 respectively. This mode is suitable for most driving conditions.

[0034] In a preferred embodiment, the first motor 11 and the second motor 21 are configured with the same specifications, and the structures of both include a stator, a coil, a rotor and an input shaft. In this embodiment, the specific model, structure or specification of the first motor 11 / the second motor 21 is no longer limited, and technicians in this field can freely choose according to actual needs.

[0035] In a preferred embodiment, the first differential 41 and the second differential 61 are configured to have the same specifications. In this embodiment, the specific model, structure or specification of the first differential 41 and the second differential 61 is not limited.

[0036] In a preferred embodiment, one end of the transmission shaft 31 is transmission-fixedly connected with a first driven bevel gear 32 for transmission connection with the first gear shaft system, and the other end of the transmission shaft 31 is provided with a second driven bevel gear 33 and a first sleeve 34, the second driven bevel gear 33 is used for transmission connection with the second gear shaft system, the first sleeve 34 is transmission-fixedly connected with the transmission shaft 31, and the first sleeve 34 can selectively engage or not engage with the coupling teeth on the second driven bevel gear 33, when the first sleeve 34 engages with the coupling teeth on the second driven bevel gear 33, the electric drive axle assembly enters an interlocking state, and when the first sleeve 34 does not engage with the second driven bevel gear 33, the electric drive axle assembly enters an independent drive mode, and the transmission shaft 31 no longer participates in power transmission.

[0037] In a preferred embodiment, the first gear shaft system includes a first constantly meshed gear 13, a first reduction gear set, a second reduction gear set, and a first driving bevel gear 19; wherein the first constantly meshed gear 13 is meshed with the first input shaft 12, the first reduction gear set includes a first driving gear 14 and a first driven gear 15, the second reduction gear set includes a second driving gear 16 and a second driven gear 17, the first constantly meshed gear 13 is coaxially driven with the first driving gear 14, the second driving gear 16, and the first driving bevel gear 19, one end of the first driving bevel gear 19 is fixedly connected to the first driving gear 14, and the other end of the first driving bevel gear 19 is meshed with the first driven bevel gear 32.

[0038] In a preferred embodiment, the second gear shaft system includes a second constantly meshed gear 23, a third reduction gear set, a fourth reduction gear set, and a second driving bevel gear 29; wherein the second constantly meshed gear 23 is meshed with the second input shaft 22, the third reduction gear set includes a third driving gear 24 and a third driven gear 25, the fourth reduction gear set includes a fourth driving gear 26 and a fourth driven gear 27, the second constantly meshed gear 23 is coaxially driven with the third driving gear 24, the fourth driving gear 26, and the second driving bevel gear 29, one end of the second driving bevel gear 29 is fixedly connected to the third driving gear 24, and the other end of the second driving bevel gear 29 is meshed with the second driven bevel gear 33.

[0039] In a preferred embodiment, the reduction ratio of the first reduction gear set is the same as that of the third reduction gear set, the reduction ratio of the second reduction gear set is the same as that of the fourth reduction gear set, and the reduction ratio of the first reduction gear set is greater than that of the second reduction gear set, and the reduction ratio of the third reduction gear set is greater than that of the fourth reduction gear set. In the state of inter-axle power interlocking, the first reduction gear set and the second reduction gear set can output the same low speed and high torque, which is conducive to maintaining the power balance of the vehicle, especially on low-adhesion roads, and can provide maximum traction, which is more suitable for situations requiring high torque such as vehicle escape, climbing, and heavy-load starting.

[0040] Preferably, a second sleeve 18 is provided between the first driving gear 14 and the second driving gear 16, the second sleeve 18 is coaxially arranged with the first constant mesh gear 13 and transmission-fixedly connected, and the second sleeve 18 can be selectively transmission-connected with the first driving gear 14 or the second driving gear 16; a third sleeve 28 is provided between the third driving gear 24 and the fourth driving gear 26, the third sleeve 28 is coaxially arranged with the second constant mesh gear 23 and transmission-fixedly connected, and the third sleeve 28 can be selectively transmission-connected with the third driving gear 24 or the fourth driving gear 26.

[0041] Since the first reduction gear set has a larger reduction ratio, when the second slide sleeve 18 is meshed with the combining teeth on the first driving gear 14, a larger torque can be output, and when it is meshed with the combining teeth on the second driving gear 16, a larger speed can be output; similarly, since the third reduction gear set has a larger reduction ratio, when the third slide sleeve 28 is meshed with the combining teeth on the third driving gear 24, a larger torque can be output, and when it is meshed with the combining teeth on the fourth driving gear 26, a larger speed can be output.

[0042] Preferably, when the vehicle is traveling on a low-adhesion road or getting out of trouble, the second sleeve 18 meshes with the engaging teeth of the first driving gear 14 , the third sleeve 28 meshes with the engaging teeth of the third driving gear 24 , and the first sleeve 34 meshes with the engaging teeth of the second driven bevel gear 33 .

[0043] In traditional designs, the interlocking device is often located near the differential to transmit large torque, which will cause the drive shaft 31 to be heavy and slow to respond. The drive shaft 31 in this embodiment is located closer to the first motor 11 and the second motor 21 in the entire power transmission path, so it can operate at high speed and low torque. At the same time, its size can be made thinner and lighter to reduce energy loss and inertia, and reduce the weight of the entire vehicle.

[0044] In a preferred embodiment, the first driven gear 15 and the second driven gear 17 are respectively connected to the first differential 41, the third driven gear 25 and the fourth driven gear 27 are respectively connected to the second differential 61, the first differential 41 is used to output power to a pair of first output half shafts 51, and the second differential 61 is used to output power to a pair of second output half shafts 71, and the output ends of the first output half shaft 51 and the second output half shaft 71 are connected to the vehicle.

[0045] In another preferred embodiment of the present invention, a vehicle is provided, comprising the electric drive axle assembly as described above. Preferably, the vehicle is a purely electrically driven heavy-duty commercial truck.

[0046] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above-described example embodiments are merely exemplary and are not intended to limit the scope of the present application thereto. Those of ordinary skill in the art can make various changes and modifications therein without departing from the scope and spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as claimed in the appended claims.

[0047] In the specification provided herein, a large number of specific details are set forth. However, it can be understood that embodiments of the present application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0048] Similarly, it should be understood that, in order to streamline the present application and assist in understanding one or more of the various utility model aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the present application should not be construed as reflecting an intention that the claimed present application requires more features than are expressly recited in each claim. Rather, as reflected by the corresponding claims, the utility model lies in that a technical problem can be solved with features less than all the features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into the detailed description, where each claim itself serves as a separate embodiment of the present application.

[0049] Those skilled in the art can understand that, except for features that are mutually exclusive, any combination can be used to combine all the features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all the processes or units of any method or device so disclosed. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) can be replaced by an alternative feature that provides the same, equivalent, or similar purpose.

Claims

1. An electric drive axle assembly, characterized in that: The invention comprises two symmetrically arranged electric drive axles, each of which comprises a motor, an input shaft connected to the motor, a gear shaft system connected to the input shaft, a differential connected to the gear shaft system, and an output shaft connected to the differential; A transmission shaft is provided between the two electric drive axles, and the transmission shaft is arranged on a gear shaft closer to the two motors in the power transmission path. One end of the transmission shaft is transmission-connected to the gear shaft system of one electric drive axle, and the other end of the transmission shaft is selectively transmission-connected or not connected to the gear shaft system of the other electric drive axle.

2. The electric drive axle assembly according to claim 1, characterized in that: The two electric drive bridges are respectively configured as a first electric drive bridge and a second electric drive bridge; The first electric drive axle includes a first motor, a first input shaft, a first gear shaft system, a first differential and a pair of first output half shafts; The second electric drive axle includes a second motor, a second input shaft, a second gear shaft system, a second differential and a pair of second output half shafts; One end of the transmission shaft is transmission-connected to the first gear shaft system, and the other end of the transmission shaft is provided with a first sliding sleeve, through which the transmission shaft can be selectively transmission-connected or not connected to the second gear shaft system.

3. The electric drive axle assembly according to claim 2, characterized in that: One end of the transmission shaft is transmission-fixedly connected with a first driven bevel gear; The first gear shaft system includes a first constantly meshed gear, a first reduction gear set, a second reduction gear set, and a first driving bevel gear. The first constantly meshed gear is meshed with the first input shaft. The first reduction gear set includes a first driving gear and a first driven gear. The second reduction gear set includes a second driving gear and a second driven gear. The first constantly meshed gear is coaxially driven with the first driving gear, the second driving gear, and the first driving bevel gear. One end of the first driving bevel gear is fixedly connected with the first driving gear, and the other end of the first driving bevel gear is meshed with the first driven bevel gear.

4. The electric drive axle assembly according to claim 3, characterized in that: The reduction ratio of the first reduction gear set is greater than that of the second reduction gear set. A second sliding sleeve is provided between the first driving gear and the second driving gear. The second sliding sleeve can be selectively connected to the first driving gear or the second driving gear in a transmission manner. The second sliding sleeve is coaxially arranged with the first constant meshing gear and is fixedly connected in a transmission manner.

5. The electric drive axle assembly according to claim 4, characterized in that: The other end of the transmission shaft is provided with a second driven bevel gear and the first sliding sleeve, the first sliding sleeve is transmission-fixedly connected to the transmission shaft, and the first sliding sleeve can be selectively transmission-connected or not connected to the second driven bevel gear; The second gear shaft system includes a second constantly meshed gear, a third reduction gear set, a fourth reduction gear set, and a second driving bevel gear. The second constantly meshed gear is meshed with the second input shaft. The third reduction gear set includes a third driving gear and a third driven gear. The fourth reduction gear set includes a fourth driving gear and a fourth driven gear. The second constantly meshed gear is coaxially driven with the third driving gear, the fourth driving gear, and the second driving bevel gear. One end of the second driving bevel gear is fixedly connected with the third driving gear, and the other end of the second driving bevel gear is meshed with the second driven bevel gear.

6. The electric drive axle assembly according to claim 5, characterized in that: The reduction ratio of the third reduction gear set is greater than that of the fourth reduction gear set. A third sliding sleeve is provided between the third driving gear and the fourth driving gear. The third sliding sleeve can be selectively connected to the third driving gear or the fourth driving gear in transmission. The third sliding sleeve is coaxially arranged with the second constant meshing gear and is fixedly connected in transmission.

7. The electric drive axle assembly according to claim 6, characterized in that: The third reduction gear set has the same reduction ratio as the first reduction gear set, and the fourth reduction gear set has the same reduction ratio as the second reduction gear set.

8. The electric drive axle assembly according to claim 6, characterized in that: When the vehicle is traveling on a low-adhesion road or getting out of trouble, the second sliding sleeve is transmission-connected to the first driving gear, the third sliding sleeve is transmission-connected to the third driving gear, and the first sliding sleeve is transmission-connected to the second driven bevel gear.

9. The electric drive axle assembly according to claim 6, characterized in that: The first driven gear and the second driven gear are respectively connected to the first differential transmission, and the third driven gear and the fourth driven gear are respectively connected to the second differential transmission.

10. A vehicle, characterized in that: It comprises the electric drive axle assembly as described in any one of claims 1 to 9.

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