Electric drive axle transmission structure

Abstract

The utility model discloses an electric drive axle transmission structure which comprises a first intermediate shaft, a second intermediate shaft and a third intermediate shaft. A gear III is arranged at the left end of the first intermediate shaft; a fourth gear is arranged at the left end of the second intermediate shaft and connected with the third gear in a meshed mode, and a fifth gear and a sixth gear are installed in the middle of the second intermediate shaft; the middle of the third intermediate shaft is provided with an eighth gear and a ninth gear, the eighth gear and the fifth gear are installed in a matched mode, the ninth gear and the sixth gear are installed in a matched mode, and the electric drive axle transmission structure further comprises a motor which is located outside the first intermediate shaft. By the adoption of the duplex stepped gear, on the premise that the occupied axial space is minimum, the number of transmission stages can be increased, the compactness of a transmission system is improved, the large speed ratio is achieved, transmission is conducted through a parallel shaft system, the structure is simple, and the production and maintenance cost is low.

Description

Technical Field

[0001] The utility model relates to the technical field of electric drive axle transmission, in particular to an electric drive axle transmission structure. Background Technique

[0002] The development of new energy vehicles has become the mainstream trend in the automotive industry. Electric drive axles have become common drive mechanisms for new energy vehicles. In order to make full use of the high-efficiency range of motors, taking into account the torque at low speeds and the high transmission efficiency at high speeds, so as to improve the vehicle speed or load capacity of the whole vehicle and the driving experience of drivers, a dual-motor multi-gear electric drive axle structure has emerged on the market. For this electric drive axle transmission structure, when the motor works in the electric mode, it is the drive efficiency, and when it works in the power generation mode, it is the recovery efficiency. The two motors have more high-recovery efficiency ranges, which can improve the efficiency of braking energy recovery. The transmission is carried out through the planetary gear train layout. However, the existing layout often has problems such as complex structure, low transmission efficiency, and high manufacturing and assembly costs. Content of the Utility Model

[0003] The technical problem to be solved by the utility model is to overcome the existing defects and provide an electric drive axle transmission structure. This device can improve the integration of the electric drive axle, make full use of space, and adopt a double-connected stepped gear to increase the number of transmission stages on the premise of minimizing the occupied axial space, improve the compactness of the transmission system, achieve a large speed ratio, and adopt a parallel shaft system for transmission, with a simple structure and low production and maintenance costs, and can effectively solve the problems in the background technique.

[0004] To achieve the above object, the utility model provides the following technical solution: An electric drive axle transmission structure, including a first intermediate shaft, a second intermediate shaft and a third intermediate shaft;

[0005] First intermediate shaft: A gear three is provided at its left end;

[0006] Second intermediate shaft: A gear four is provided at its left end, and the gear four is meshed and connected with the gear three. A gear five and a gear six are respectively installed in the middle part of the second intermediate shaft;

[0007] Third intermediate shaft: A gear eight and a gear nine are respectively provided in the middle part thereof. The gear eight is installed in cooperation with the gear five, and the gear nine is installed in cooperation with the gear six. This device can improve the integration of the electric drive axle, make full use of space, and adopt a double-connected stepped gear to increase the number of transmission stages on the premise of minimizing the occupied axial space, improve the compactness of the transmission system, achieve a large speed ratio, and adopt a parallel shaft system for transmission, with a simple structure and low production and maintenance costs.

[0008] Further, it further includes a motor. The motor is located outside the first intermediate shaft. The input end of the motor is electrically connected to the output end of an external control switch. The output shaft of the motor is provided with a motor shaft. A first gear is provided at the left end of the motor shaft, and a second gear is provided at the left end of the first intermediate shaft. The second gear is meshed and connected with the first gear to provide power for the electric drive axle transmission.

[0009] Further, it further includes a differential output shaft. The differential output shaft is located outside the first intermediate shaft. A tenth gear is provided at the left end of the differential output shaft, and a seventh gear is provided at the left end of the third intermediate shaft. The seventh gear is meshed and connected with the tenth gear to enable the differential output shaft to rotate at a regulated speed and output.

[0010] Further, both the fifth gear and the sixth gear are rotationally connected to the second intermediate shaft through bearings, so that the second intermediate shaft cannot directly drive the fifth gear or the sixth gear to rotate.

[0011] Further, a shifting mechanism is slidably connected in a guiding groove on the outer side of the second intermediate shaft. The shifting mechanism is cooperatively installed with the fifth gear and the sixth gear to regulate the electric drive axle transmission.

[0012] Further, the tooth number ratio between the eighth gear and the fifth gear is different from the tooth number ratio between the ninth gear and the sixth gear to enable gear speed regulation.

[0013] Further, the first intermediate shaft, the second intermediate shaft, and the third intermediate shaft are parallelly distributed, with a compact and neat structure.

[0014] Compared with the prior art, the beneficial effects of the present utility model are as follows: The electric drive axle transmission structure has the following advantages:

[0015] In the first gear position, the shifting mechanism is toggled to slide along the guide groove and dock with gear six, causing gear six to rotate. Gear six drives gear nine to rotate through meshing connection. Gear nine drives gear seven to rotate through the third intermediate shaft. The gear drives the differential output shaft to rotate through meshing connection with gear ten. In the second gear position, the shifting mechanism is toggled to slide along the guide groove and dock with gear five, causing gear five to rotate. Gear five drives gear eight to rotate through meshing connection, and thus the differential output shaft rotates through the same principle, achieving gear shifting and speed regulation. By having different tooth ratios between gear eight and gear five and between gear nine and gear six, the output speed of the differential output shaft is regulated through the shifting mechanism. The use of double-connected stepped gears between the first intermediate shaft, the second intermediate shaft, and the third intermediate shaft can increase the transmission stage number, enhance the compactness of the transmission system, and achieve a larger speed ratio while minimizing the occupied axial space. This device can improve the integration of the electric drive axle, make full use of space, increase the transmission stage number, enhance the compactness of the transmission system, and achieve a larger speed ratio by using double-connected stepped gears while minimizing the occupied axial space. The use of a parallel shaft system for transmission has a simple structure and lower production and maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic structural diagram of the present utility model.

[0017] In the figure: 1 motor, 2 motor shaft, 3 first intermediate shaft, 4 second intermediate shaft, 5 third intermediate shaft, 6 differential output shaft, 7 gear one, 8 gear two, 9 gear three, 10 gear four, 11 gear five, 12 gear six, 13 gear seven, 14 gear eight, 15 gear nine, 16 gear ten. SPECIFIC EMBODIMENTS

[0018] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0019] Please refer to Figure 1 , this embodiment provides a technical solution: an electric drive axle transmission structure, including a first intermediate shaft 3, a second intermediate shaft 4, and a third intermediate shaft 5;

[0020] The first intermediate shaft 3: A third gear 9 is provided at its left end. It further includes a motor 1, which is located outside the first intermediate shaft 3. The input end of the motor 1 is electrically connected to the output end of an external control switch. A motor shaft 2 is provided on the output shaft of the motor 1. A first gear 7 is provided at the left end of the motor shaft 2. A second gear 8 is provided at the left end of the first intermediate shaft 3. The second gear 8 is meshed with the first gear 7. When regulating the drive of the electric drive axle, the motor 1 is started through the external control switch to drive the motor shaft 2 to rotate. The motor shaft 2 drives the first gear 7 to rotate. The first gear 7 drives the second gear 8 to drive the first intermediate shaft 3 to rotate through meshing connection. The first intermediate shaft 3 drives the third gear 9 to rotate. The third gear 9 drives the fourth gear 10 to drive the second intermediate shaft 4 to rotate through meshing connection, providing power for the drive of the electric drive axle;

[0021] The second intermediate shaft 4: A fourth gear 10 is provided at its left end. The fourth gear 10 is meshed with the third gear 9. A fifth gear 11 and a sixth gear 12 are respectively installed in the middle of the second intermediate shaft 4. Both the fifth gear 11 and the sixth gear 12 are rotationally connected to the second intermediate shaft 4 through bearings. A shifting mechanism is slidably connected in a guiding groove on the outside of the second intermediate shaft 4. The shifting mechanism is cooperatively installed with the fifth gear 11 and the sixth gear 12. By different tooth number ratios between the eighth gear 14 and the fifth gear 11 and between the ninth gear 15 and the sixth gear 12, the output speed of the output shaft 6 of the differential is regulated through the shifting mechanism, and the output speed of the electric drive axle drive is regulated through the tooth number ratio;

[0022] The third intermediate shaft 5: gears eight 14 and gears nine 15 are respectively provided on a part thereof. Gear eight 14 is fitted and installed with gear five 11, and gear nine 15 is fitted and installed with gear six 12. It further includes a differential output shaft 6. The differential output shaft 6 is located outside the first intermediate shaft 3. A gear ten 16 is provided at the left end of the differential output shaft 6, and a gear seven 13 is provided at the left end of the third intermediate shaft 5. Gear seven 13 is meshed and connected with gear ten 16. The tooth number ratio between gear eight 14 and gear five 11 is different from the tooth number ratio between gear nine 15 and gear six 12. The first intermediate shaft 3, the second intermediate shaft 4 and the third intermediate shaft 5 are parallelly distributed. The second intermediate shaft 4 drives the shift mechanism to rotate synchronously through the guide groove. In the first gear position, the shift mechanism is toggled to slide along the guide groove and dock with gear six 12, so that gear six 12 rotates. Gear six 12 drives gear nine 15 to rotate through meshing connection. Gear nine 15 drives gear seven 13 to rotate through the third intermediate shaft 5. Gear 13 drives the differential output shaft 6 to rotate through meshing connection with gear ten 10. In the second gear position, the shift mechanism is toggled to slide along the guide groove and dock with gear five 11, so that gear five 11 rotates. Gear five 11 drives gear eight 14 to rotate through meshing connection, and thus the differential output shaft 6 rotates through the same principle. The use of double-row stepped gears between the first intermediate shaft 3, the second intermediate shaft 4 and the third intermediate shaft 5 can increase the transmission stages, improve the compactness of the transmission system, and achieve a larger speed ratio on the premise of minimizing the occupied axial space. This device can improve the integration of the electric drive axle, make full use of the space. The use of double-row stepped gears can increase the transmission stages, improve the compactness of the transmission system, and achieve a larger speed ratio on the premise of minimizing the occupied axial space. The use of a parallel shaft system for transmission has a simple structure and relatively low production and maintenance costs.

[0023] The working principle of a drive axle transmission structure provided by the present utility model is as follows: When adjusting and controlling the drive axle transmission, the motor 1 is started through an external control switch to drive the motor shaft 2 to rotate. The motor shaft 2 drives the first gear 7 to rotate. The first gear 7 drives the second gear 8 to rotate through meshing connection, and the second gear 8 drives the first intermediate shaft 3 to rotate. The first intermediate shaft 3 drives the third gear 9 to rotate. The third gear 9 drives the fourth gear 10 to rotate through meshing connection, and the fourth gear 10 drives the second intermediate shaft 4 to rotate. The second intermediate shaft 4 drives the shift mechanism to rotate synchronously through the guide groove. In the first gear position, the shift mechanism is toggled to slide along the guide groove and dock with the sixth gear 12, so that the sixth gear 12 rotates. The sixth gear 12 drives the ninth gear 15 to rotate through meshing connection. The ninth gear 15 drives the seventh gear 13 to rotate through the third intermediate shaft 5. The gear 13 drives the differential output shaft 6 to rotate through meshing connection with the tenth gear 10. In the second gear position, the shift mechanism is toggled to slide along the guide groove and dock with the fifth gear 11, so that the fifth gear 11 rotates. The fifth gear 11 drives the eighth gear 14 to rotate through meshing connection, and thus the differential output shaft 6 rotates through the same principle. By setting different tooth number ratios between the eighth gear 14 and the fifth gear 11 and between the ninth gear 15 and the sixth gear 12, the output speed of the differential output shaft 6 can be adjusted through the shift mechanism. Double-connecting stepped gears are adopted between the first intermediate shaft 3, the second intermediate shaft 4, and the third intermediate shaft 5, which can increase the transmission stage number and improve the compactness of the transmission system while minimizing the occupied axial space, achieving a larger speed ratio.

[0024] It should be noted that the motor 1 disclosed in the above embodiments can adopt Y80M1-2, and the external control switch is provided with a control button corresponding to the motor 1 for controlling its switch.

[0025] The above are only the embodiments of the present utility model, and do not limit the patent scope of the present utility model accordingly. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present utility model, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present utility model.

Claims

1. An electric drive bridge transmission structure, characterized in that: It includes a first intermediate shaft (3), a second intermediate shaft (4) and a third intermediate shaft (5); First intermediate shaft (3): A third gear (9) is provided at its left end; Second intermediate shaft (4): A fourth gear (10) is provided at its left end. The fourth gear (10) is meshed and connected with the third gear (9). A fifth gear (11) and a sixth gear (12) are respectively installed in the middle part of the second intermediate shaft (4); Third intermediate shaft (5): An eighth gear (14) and a ninth gear (15) are respectively provided in its middle part. The eighth gear (14) is installed in cooperation with the fifth gear (11), and the ninth gear (15) is installed in cooperation with the sixth gear (12).

2. The electric drive axle transmission structure according to claim 1, characterized in that: It further includes a motor (1). The motor (1) is located outside the first intermediate shaft (3). The input end of the motor (1) is electrically connected to the output end of an external control switch. A motor shaft (2) is provided on the output shaft of the motor (1). A first gear (7) is provided at the left end of the motor shaft (2). A second gear (8) is provided at the left end of the first intermediate shaft (3). The second gear (8) is meshed and connected with the first gear (7).

3. A drive axle transmission structure according to claim 1, characterized in that: It further includes a differential output shaft (6). The differential output shaft (6) is located outside the first intermediate shaft (3). A tenth gear (16) is provided at the left end of the differential output shaft (6). A seventh gear (13) is provided at the left end of the third intermediate shaft (5). The seventh gear (13) is meshed and connected with the tenth gear (16).

4. A drive axle drive structure according to claim 1, characterized in that: Both the fifth gear (11) and the sixth gear (12) are rotatably connected to the second intermediate shaft (4) through bearings.

5. The electric drive axle transmission structure according to claim 1, characterized in that: A shifting mechanism is slidably connected in a guide groove on the outer side of the second intermediate shaft (4). The shifting mechanism is installed in cooperation with the fifth gear (11) and the sixth gear (12).

6. A drive axle transmission structure according to claim 1, characterized in that: The tooth number ratio between the eighth gear (14) and the fifth gear (11) is different from the tooth number ratio between the ninth gear (15) and the sixth gear (12).

7. An electric drive bridge transmission structure according to claim 1, characterized in that: The first intermediate shaft (3), the second intermediate shaft (4) and the third intermediate shaft (5) are distributed in parallel.

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