Distributed electric drive deceleration system

Abstract

The utility model discloses a distributed electric drive deceleration system which comprises a first wheel, a second wheel, a first driving system and a second driving system, and the first driving system comprises a first motor and a first deceleration mechanism; the first speed reducing mechanism comprises a left first-stage speed reducing mechanism and a left second-stage speed reducing mechanism, the left first-stage speed reducing mechanism is connected to the left second-stage speed reducing mechanism through a first hollow shaft, and the left second-stage speed reducing mechanism is connected to a first wheel through a left half shaft penetrating through the first hollow shaft; the second driving system comprises a second motor and a second speed reducing mechanism; the second speed reducing mechanism comprises a first-level right speed reducing mechanism and a second-level right speed reducing mechanism, the first-level right speed reducing mechanism is connected to the second-level right speed reducing mechanism through a second hollow shaft, and the second-level right speed reducing mechanism is connected to the second wheel through a right half shaft penetrating through the second hollow shaft. The structure of a distributed electric drive deceleration system is fully optimized, and the distributed electric drive deceleration system has the advantages of being simple in transmission configuration, compact in structure, small in occupied chassis space, high in transmission stability and the like.

Description

Technical Field

[0001] The utility model relates to the technical field of electric drive axles, and particularly relates to a distributed electric drive and deceleration system. Background Art

[0002] A distributed drive system refers to a drive system that drives different wheels through independent and different drive motors. The torques output by the drive motors of this drive system will not be coupled with each other, and the torques output by the drive motors can be independently controlled according to the driving force requirements of each wheel. It can also realize differential steering of the vehicle by controlling the different rotational speeds of the wheels.

[0003] Chinese Patent with the publication number CN117284069A discloses a distributed drive system and drive assembly for a vehicle. The distributed drive system includes a first drive system and a second drive system. The first drive motor of the first drive system drives the second wheel of the vehicle to rotate through a first transmission component; the second drive motor of the second drive system drives the first wheel of the vehicle to rotate through a second transmission component. In this patent, the first drive system component and the second drive system are arranged in central symmetry, which can save the layout space to a certain extent and make the overall structure of the distributed drive system more compact and reasonable.

[0004] However, in this patent, the output end of the first transmission component is close to the second wheel side, and the output end of the second transmission component is close to the first wheel side. This makes both the first drive system and the second drive system need to occupy a certain space respectively, resulting in the problem that the distributed drive system still has a relatively large radial dimension and occupies a lot of chassis space. Summary of the Invention

[0005] The utility model provides a distributed electric drive and deceleration system, and its main purpose is to solve the problems existing in the prior art.

[0006] The utility model adopts the following technical scheme:

[0007] A distributed electric drive and deceleration system includes a first wheel, a second wheel, a first drive system and a second drive system. The first drive system and the second drive system are arranged in central symmetry;

[0008] The first drive system includes a first motor and a first deceleration mechanism; the first deceleration mechanism includes a left first-stage deceleration mechanism and a left second-stage deceleration mechanism. The left first-stage deceleration mechanism is connected to the left second-stage deceleration mechanism through a hollow first shaft, and the left second-stage deceleration mechanism is connected to the first wheel through a left half shaft penetrating through the hollow first shaft;

[0009] The second drive system includes a second motor and a second reduction mechanism; the second reduction mechanism includes a right first-stage reduction mechanism and a right second-stage reduction mechanism. The right first-stage reduction mechanism is connected to the right second-stage reduction mechanism through a hollow second shaft, and the right second-stage reduction mechanism is connected to the second wheel through a right half shaft penetrating through the hollow second shaft.

[0010] Furthermore, both the left first-stage reduction mechanism and the right first-stage reduction mechanism are two-stage parallel shaft reduction mechanisms.

[0011] Furthermore, the left first-stage reduction mechanism includes a left first-stage gear pair and a left second-stage gear pair connected to each other. The input end of the left first-stage gear pair is connected to the first motor, and the output end of the left second-stage gear pair is provided with the hollow first shaft; the right first-stage reduction mechanism includes a right first-stage gear pair and a right second-stage gear pair connected to each other. The input end of the right first-stage gear pair is connected to the second motor, and the output end of the right second-stage gear pair is provided with the hollow second shaft.

[0012] Furthermore, the left second-stage reduction mechanism is a left planetary gear reduction mechanism, and the right second-stage reduction mechanism is a right planetary gear reduction mechanism.

[0013] Furthermore, the left sun gear of the left planetary gear reduction mechanism is used as the input end and connected to the hollow first shaft, and the left planet carrier of the left planetary gear reduction mechanism is used as the output end and connected to the left half shaft; the right sun gear of the right planetary gear reduction mechanism is used as the input end and connected to the hollow second shaft, and the right planet carrier of the right planetary gear reduction mechanism is used as the output end and connected to the right half shaft.

[0014] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0015] 1. In the present utility model, the left second-stage reduction mechanism is arranged on the side far from the first wheel, and the power transmission between the left second-stage reduction mechanism and the first wheel is realized through the left half shaft penetrating through the hollow first shaft. At the same time, the right second-stage reduction mechanism is arranged on the side far from the second wheel, and the power transmission between the right second-stage reduction mechanism and the second wheel is realized through the right half shaft penetrating through the hollow second shaft. Thus, the structure of the distributed electric drive reduction system is fully optimized, making it have the advantages of simple transmission configuration, compact structure, small occupied chassis space, high transmission smoothness, etc., effectively overcoming the defects of the prior art.

[0016] 2. Both the first reduction mechanism and the second reduction mechanism of the present utility model are composed of a two-stage parallel shaft reduction mechanism and a planetary gear reduction mechanism, which can provide greater torque for the whole vehicle, have a higher motor speed, and are applicable to large new energy vehicles such as heavy truck logistics vehicles or buses. Description of the Drawings

[0017] Figure 1This is a schematic structural diagram of the present utility model.

[0018] In the figure: 100 - the first wheel; 200 - the second wheel; 300 - the first drive system; 310 - the first motor; 320 - the left first-stage reduction mechanism; 321 - the left first-stage driving gear; 322 - the left first-stage driven gear; 323 - the left second-stage driving gear; 324 - the left second-stage driven gear; 330 - the left second-stage reduction mechanism; 331 - the left sun gear; 332 - the left planet gear; 333 - the left planet carrier; 334 - the left ring gear; 340 - the hollow shaft one; 350 - the left half shaft; 400 - the second drive system; 410 - the second motor; 420 - the right first-stage reduction mechanism; 421 - the right first-stage driving gear; 422 - the right first-stage driven gear; 423 - the right second-stage driving gear; 424 - the right second-stage driven gear; 430 - the right second-stage reduction mechanism; 431 - the right sun gear; 432 - the right planet gear; 433 - the right planet carrier; 434 - the right ring gear; 440 - the hollow shaft two; 450 - the right half shaft. Detailed implementation manners

[0019] The following describes the detailed implementation manners of the present utility model with reference to the accompanying drawings. To fully understand the present utility model, many details are described below. However, for those skilled in the art, the present utility model can be implemented without these details.

[0020] As Figure 1 shown, the present utility model discloses a distributed electric drive reduction system, which can be applied to any type of vehicle, such as a heavy truck logistics vehicle or a bus, etc. As a preferred solution, in this embodiment, the distributed electric drive reduction system is applied to the rear drive axle of a heavy truck logistics vehicle, and its structure will be described in detail accordingly.

[0021] As Figure 1As shown in the figure, the distributed electric drive and reduction system includes a first wheel 100, a second wheel 200, a first drive system 300, and a second drive system 400. The first wheel 100 and the second wheel 200 are respectively located on both sides of the same drive axle. The first drive system 300 includes a first motor 310 and a first reduction mechanism. The first motor 310 drives the first wheel 100 to rotate through the first reduction mechanism. The second drive system 400 includes a second motor 410 and a second reduction mechanism. The second motor 410 drives the second wheel 200 to rotate through the second reduction mechanism. In this embodiment, the traditional mechanical differential mechanism is cancelled. The rotation of the first wheel 100 and the second wheel 200 can be directly controlled by the first drive system 300 and the second drive system 400 respectively. Further, the motor controller can control the rotation speeds of the first motor 310 and the second motor 410, so that the two wheels can rotate at different speeds or torques, with high control precision of speed and torque, short power transmission path, and higher mechanical efficiency. In order to save layout space, the first drive system 300 and the second drive system 400 are arranged in a centrosymmetric manner, and the output shafts of the first motor 310 and the second motor 410 are on the same axis.

[0022] As Figure 1 shown, specifically, the first reduction mechanism includes a left first-stage reduction mechanism 320 and a left second-stage reduction mechanism 330. The left first-stage reduction mechanism 320 is connected to the left second-stage reduction mechanism 330 through a hollow first shaft 340. The left second-stage reduction mechanism 330 is connected to the first wheel 100 through a left half shaft 350 penetrating through the hollow first shaft 340. Similarly, the second reduction mechanism includes a right first-stage reduction mechanism 420 and a right second-stage reduction mechanism 430. The right first-stage reduction mechanism 420 is connected to the right second-stage reduction mechanism 430 through a hollow second shaft 440. The right second-stage reduction mechanism 430 is connected to the second wheel 200 through a right half shaft 450 penetrating through the hollow second shaft 440. The present utility model arranges the left second-stage reduction mechanism 330 on the side far from the first wheel 100, and realizes the power transmission between the left second-stage reduction mechanism 330 and the first wheel 100 through the left half shaft 350 penetrating through the hollow first shaft 340. At the same time, the right second-stage reduction mechanism 430 is arranged on the side far from the second wheel 200, and realizes the power transmission between the right second-stage reduction mechanism 430 and the second wheel 200 through the right half shaft 450 penetrating through the hollow second shaft 440. Thus, the structure of the distributed electric drive and reduction system is fully optimized, making it have the advantages of simple transmission configuration, compact structure, small occupied chassis space, high transmission smoothness, etc., and effectively overcoming the defects of the prior art.

[0023] As Figure 1As shown, preferably, the left first-stage reduction mechanism 320 is a two-stage parallel-axis reduction mechanism. The left first-stage reduction mechanism 320 includes a left first-stage gear pair and a left second-stage gear pair connected to each other. The input end of the left first-stage gear pair is connected to the first motor 310, and the output end of the left second-stage gear pair is provided with a hollow first shaft 340. Specifically, the left first-stage gear pair includes a left first-stage driving gear 321 and a left first-stage driven gear 322, and the left second-stage gear pair includes a left second-stage driving gear 323 and a left second-stage driven gear 324. The first motor 310 is connected to the left first-stage driving gear 321, and the left first-stage driving gear 321 meshes with the left first-stage driven gear 322 and drives the left first-stage driven gear 322; the left second-stage driving gear 323 is connected to the left first-stage driven gear 322, and the left first-stage driven gear 322 drives the left second-stage driving gear 323 to rotate; the left second-stage driving gear 323 meshes with the left second-stage driven gear 324 and drives the left second-stage driven gear 324 to rotate. The left second-stage driven gear 324 is connected to the left second-stage reduction mechanism 330 through the hollow first shaft 340 and drives the left second-stage reduction mechanism 330 to operate.

[0024] As Figure 1 shown, preferably, the right first-stage reduction mechanism 420 is a two-stage parallel-axis reduction mechanism. The right first-stage reduction mechanism 420 includes a right first-stage gear pair and a right second-stage gear pair connected to each other. The input end of the right first-stage gear pair is connected to the second motor 410, and the output end of the right second-stage gear pair is provided with a hollow second shaft 440. Specifically, the right first-stage reduction mechanism 420 includes a right first-stage gear pair and a right second-stage gear pair connected to each other. The input end of the right first-stage gear pair is connected to the second motor 410, and the output end of the right second-stage gear pair is provided with a hollow second shaft 440. Specifically, the right first-stage gear pair includes a right first-stage driving gear 421 and a right first-stage driven gear 422, and the right second-stage gear pair includes a right second-stage driving gear 423 and a right second-stage driven gear 424. The second motor 410 is connected to the right first-stage driving gear 421, and the right first-stage driving gear 421 meshes with the right first-stage driven gear 422 and drives the right first-stage driven gear 422; the right second-stage driving gear 423 is connected to the right first-stage driven gear 422, and the right first-stage driven gear 422 drives the right second-stage driving gear 423 to rotate; the right second-stage driving gear 423 meshes with the right second-stage driven gear 424 and drives the right second-stage driven gear 424 to operate. The right second-stage driven gear 424 is connected to the right second-stage reduction mechanism 430 through the hollow second shaft 440 and drives the right second-stage reduction mechanism 430 to operate.

[0025] As Figure 1As shown, preferably, the left secondary reduction mechanism 330 is a left planetary gear reduction mechanism. Specifically, the left planetary gear reduction mechanism includes a left sun gear 331, left planetary gears 332, a left planetary carrier 333, and a left ring gear 334 that cooperate with each other; the left secondary driven gear 324 is connected to the left sun gear 331 through a hollow shaft 340 and drives the left sun gear 331 to rotate. The left sun gear 331 drives the left planetary gears 332 to rotate. The left planetary gears 332 are pin-connected to each other. The pins of the left planetary gears 332 drive the left planetary carrier 333 to rotate. The left planetary carrier 333 is connected to the left half shaft 350 through splines. The left planetary carrier 333 drives the left half shaft 350 to rotate. The left half shaft 350 is connected to the wheel end to drive the first wheel 100 to rotate.

[0026] As Figure 1 shown, preferably, the right secondary reduction mechanism 430 is a right planetary gear reduction mechanism. Specifically, the right planetary gear reduction mechanism includes a right sun gear 431, right planetary gears 432, a right planetary carrier 433, and a right ring gear 434 that cooperate with each other; the right secondary driven gear 424 is connected to the right sun gear 431 through a hollow shaft 440 and drives the right sun gear 431 to rotate. The right sun gear 431 drives the right planetary gears 432 to rotate. The right planetary gears 432 are pin-connected to each other. The pins of the right planetary gears 432 drive the right planetary carrier 433 to rotate. The right planetary carrier 433 is connected to the right half shaft 450 through splines. The right planetary carrier 433 drives the right half shaft 450 to rotate. The right half shaft 450 is connected to the wheel end to drive the second wheel 200 to rotate.

[0027] As Figure 1 shown, in practical applications, the first motor 310 and the second motor 410 do not necessarily have the same dynamic characteristics, nor do they necessarily have the same size and weight. The motor solution with the same dynamic characteristics, or the same size or the same weight is just a feasible special embodiment.

[0028] As Figure 1 shown, in this embodiment, an integral casting housing is provided outside both the first drive system 300 and the second drive system 400. Therefore, the structure is more compact, the lightweight level is higher, and the co-cavity lubrication and cooling of the motor and the reduction mechanism can be further realized. Since the first drive system 300 and the second drive system 400 adopt a centrally symmetric layout, the overall centroid coordinates of the electric drive axle are closer to the axis, which can further reduce the impact load brought by the road surface excitation to the electric drive axle and extend the service life of the electric drive axle.

[0029] The above is only the specific implementation manner of the present invention, but the design concept of the present invention is not limited thereto. Any non-substantive modification made to the present invention using this concept shall fall within the scope of infringement of the protection of the present invention.

Claims

1. A distributed electric drive and reduction system, comprising a first wheel, a second wheel, a first drive system and a second drive system, wherein the first drive system and the second drive system are arranged in central symmetry; characterized in that: The first drive system includes a first motor and a first reduction mechanism; the first reduction mechanism includes a left first-stage reduction mechanism and a left second-stage reduction mechanism, the left first-stage reduction mechanism is connected to the left second-stage reduction mechanism through a hollow first shaft, and the left second-stage reduction mechanism is connected to the first wheel through a left half shaft penetrating through the hollow first shaft; The second drive system includes a second motor and a second reduction mechanism; the second reduction mechanism includes a right first-stage reduction mechanism and a right second-stage reduction mechanism, the right first-stage reduction mechanism is connected to the right second-stage reduction mechanism through a hollow second shaft, and the right second-stage reduction mechanism is connected to the second wheel through a right half shaft penetrating through the hollow second shaft.

2. The distributed electric drive and deceleration system according to claim 1, wherein: Both the left first-stage reduction mechanism and the right first-stage reduction mechanism are two-stage parallel shaft reduction mechanisms.

3. The distributed electric drive and deceleration system according to claim 2, characterized in that: The left first-stage reduction mechanism includes a connected left first-stage gear pair and a left second-stage gear pair, the input end of the left first-stage gear pair is connected to the first motor, and the output end of the left second-stage gear pair is provided with the hollow first shaft; The right first-stage reduction mechanism includes a connected right first-stage gear pair and a right second-stage gear pair, the input end of the right first-stage gear pair is connected to the second motor, and the output end of the right second-stage gear pair is provided with the hollow second shaft.

4. A distributed electric drive and deceleration system according to claim 1, characterized in that: The left second-stage reduction mechanism is a left planetary gear reduction mechanism, and the right second-stage reduction mechanism is a right planetary gear reduction mechanism.

5. The distributed electric drive and reduction system according to claim 4, characterized in that: The left sun gear of the left planetary gear reduction mechanism is used as the input end and connected to the hollow first shaft, and the left planet carrier of the left planetary gear reduction mechanism is used as the output end and connected to the left half shaft; The right sun gear of the right planetary gear reduction mechanism is used as the input end and connected to the hollow second shaft, and the right planet carrier of the right planetary gear reduction mechanism is used as the output end and connected to the right half shaft.

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