Novel electric drive axle transmission structure

Abstract

The utility model discloses a novel electric drive axle transmission structure which comprises a first intermediate shaft, a second intermediate shaft and a third intermediate shaft. A gear II is arranged at the left end of the outer cambered surface of the first intermediate shaft; a third gear is arranged at the left end of the outer cambered surface of the second intermediate shaft and is in meshed connection with the second gear, and a fourth gear is arranged at the right end of the outer cambered surface of the second intermediate shaft; a gear 8 is arranged at the left end of the outer cambered surface of the third intermediate shaft, a gear 6 is arranged at the right end of the outer cambered surface of the second intermediate shaft, and the gear 6 and the gear 4 are installed in a matched mode. The second gear can achieve the speed ratio range of 30-60, parallel shaft systems are adopted for transmission, the structure is simple, the production and maintenance cost is low, and compared with a layout scheme adopting a planetary gear train, the transmission efficiency is higher.

Description

Technical Field

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

[0002] With the evolution of automotive components from a decentralized layout to a centralized one, the power layouts of motor plus electric drive axle and distributed electric drive have gradually emerged. Due to its special structure, the electric drive axle enables pure electric vehicles not to require the intervention of a gearbox during the transmission process, reducing the losses during the kinetic energy transfer process. Therefore, it is generally believed that the motor plus electric drive axle and distributed electric drive modes will become the mainstream development modes for future new energy vehicles. In the prior art, in order to make full use of the high-efficiency range of the motor, taking into account the torque during low-speed driving and the high transmission efficiency during high-speed driving, thereby improving the vehicle speed or load capacity of the whole vehicle and the driving experience of the driver, a dual-motor multi-gear electric drive axle structure has emerged on the market. However, the existing layout schemes often have 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 a novel electric drive axle transmission structure, which can achieve a large speed ratio range of two gears within a small layout space, and all use a parallel shaft system for transmission, with a simple structure, low production and maintenance costs, and a higher transmission efficiency compared to the layout scheme using a planetary gear train, effectively solving the problems in the background technique.

[0004] To achieve the above purpose, the utility model provides the following technical scheme: A novel 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 two is provided at the left end of its outer arc surface;

[0006] Second intermediate shaft: A gear three is provided at the left end of its outer arc surface, the gear three is meshed and connected with the gear two, and a gear four is provided at the right end of the outer arc surface of the second intermediate shaft;

[0007] Third intermediate shaft: A gear eight is provided at the left end of its outer arc surface, a gear six is provided at the right end of the outer arc surface of the second intermediate shaft, the gear six and the gear four are cooperatively installed, and a large speed ratio range of two gears can be achieved within a small layout space. Among them, the speed ratio range of the first gear can reach 10 to 30, and the speed ratio range of the second gear can reach 30 to 60, and all use a parallel shaft system for transmission, with a simple structure, low production and maintenance costs, and a higher transmission efficiency compared to the layout scheme using a planetary gear train.

[0008] Further, a fifth gear is provided at the right end of the outer arc surface of the second intermediate shaft, and a seventh gear is provided at the right end of the outer arc surface of the third intermediate shaft. The fifth gear and the seventh gear are cooperatively installed to facilitate changing the speed ratio of the output power.

[0009] Further, a shift mechanism is further included. The shift mechanism is located between the fourth gear and the fifth gear to facilitate changing the power transmission path.

[0010] Further, a motor is further included. A motor shaft is provided at the left end of the output shaft of the motor, and a first gear is provided on the outer arc surface of the motor shaft. The first gear is meshed and connected with the second gear. The input end of the motor is electrically connected to the output end of the vehicle-mounted controller to provide power for the operation of the new energy vehicle.

[0011] Further, a differential power output shaft is further included. A ninth gear is provided on the outer arc surface of the differential power output shaft. The ninth gear is meshed and connected with the eighth gear to output the power.

[0012] Further, the motor shaft, the differential power output shaft, the first intermediate shaft, the second intermediate shaft, and the third intermediate shaft are parallelly distributed, making the distribution of the overall device more compact.

[0013] Further, the number of teeth of the third gear, the fourth gear, and the fifth gear changes in a stepped manner from left to right, and the number of teeth of the eighth gear, the sixth gear, and the seventh gear changes in a stepped manner from left to right, so that both the first-stage driven gear and the second-stage driving gear adopt stepped gears, saving the axial space to the greatest extent.

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

[0015] During use, the overall device is installed on the new energy vehicle. When the shift mechanism is in the first position, the fifth gear and the seventh gear are coupled, and the fourth gear is sleeved on the outer arc surface of the second intermediate shaft. The motor is started through the vehicle-mounted controller. The power output by the motor is transmitted through the first gear, the second gear, the third gear, the fifth gear, the seventh gear, the third intermediate shaft, the ninth gear, and the eighth gear, so that the differential power output shaft outputs the power. At this time, the output power is within the speed ratio range of. Similarly, when the shift mechanism is in the second position, the sixth gear and the fourth gear are coupled, and the fifth gear is sleeved on the outer arc surface of the second intermediate shaft. At this time, the output power is within the speed ratio range of. It can achieve a large speed ratio range transmission with two gears in a relatively small layout space. Among them, the first gear can achieve a speed ratio range of 10 to 30, and the second gear can achieve a speed ratio range of 30 to 60, and both use a parallel shaft system for transmission, with a simple structure and relatively low production and maintenance costs. Compared with the layout scheme using a planetary gear train, it has a higher transmission efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This 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 power 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. 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 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: a novel electric drive axle transmission structure, including a first intermediate shaft 3, a second intermediate shaft 4, and a third intermediate shaft 5;

[0020] First intermediate shaft 3: A gear two 8 is provided at the left end of its outer arc surface for power transmission. It also includes a motor 1. The left end of the output shaft of the motor 1 is provided with a motor shaft 2. A gear one 7 is provided on the outer arc surface of the motor shaft 2. The gear one 7 is meshed and connected with the gear two 8. The input end of the motor 1 is electrically connected to the output end of the vehicle-mounted controller. The motor 1 is a dual motor. The output shaft of the motor 1 is connected to the motor shaft 2 through a transmission structure to provide power for the running of the new energy vehicle. The output power of the motor 1 is transmitted through the meshing connection between the gear one 7 and the gear two 8;

[0021] Second intermediate shaft 4: A gear three 9 is provided at the left end of its outer arc surface. The gear three 9 is meshed and connected with the gear two 8. A gear four 10 is provided at the right end of the outer arc surface of the second intermediate shaft 4 for power transmission;

[0022] Third intermediate shaft 5: A gear eight 14 is provided at the left end of its outer arc surface. A gear six 12 is provided at the right end of the outer arc surface of the second intermediate shaft 4. The gear six 12 and the gear four 10 are fitted and installed. A gear five 11 is provided at the right end of the outer arc surface of the second intermediate shaft 4. A gear seven 13 is provided at the right end of the outer arc surface of the third intermediate shaft 5. The gear five 11 and the gear seven 13 are fitted and installed. It further includes a shifting mechanism located between the gear four 10 and the gear five 11. When the shifting mechanism is in the first position, the gear five 11 and the gear seven 13 are coupled and connected, and the gear four 10 is sleeved on the outer arc surface of the second intermediate shaft 4. At this time, the rotation of the second intermediate shaft 4 will drive the third intermediate shaft 5 to rotate through the transmission of the gear five 11 and the gear seven 13. At this time, the output power is in the speed ratio range of 10 to 30. When the shifting mechanism is in the second position, the gear six 12 and the gear four 10 are coupled and connected, and the gear five 11 is sleeved on the outer arc surface of the second intermediate shaft 4. At this time, the output power is in the speed ratio range of 30 to 60. It further includes a differential power output shaft 6. A gear nine 15 is provided on the outer arc surface of the differential power output shaft 6. The gear nine 15 is meshed and connected with the gear eight 14. Through the meshing connection of the gear nine 15 and the gear eight 14, the differential power output shaft 6 rotates to output power. The motor shaft 2, the differential power output shaft 6, the first intermediate shaft 3, the second intermediate shaft 4, and the third intermediate shaft 5 are parallelly distributed, making the distribution of the overall device more symmetrical and uniform. The number of teeth of the gear three 9, the gear four 10, and the gear five 11 changes in a stepped manner from left to right. The number of teeth of the gear eight 14, the gear six 12, and the gear seven 13 changes in a stepped manner from left to right, making both the first-stage driven gear and the second-stage driving gear adopt stepped gears, saving the axial space to the greatest extent.

[0023] The working principle of a novel electric drive axle transmission structure provided by the present utility model is as follows: When in use, the overall device is installed on a new energy vehicle. The motor 1 is started through the vehicle-mounted controller. The output shaft of the motor 1 drives the motor shaft 2 and the gear one 7 to rotate. Through the meshing connection of the gear one 7 and the gear two 8, the first intermediate shaft 3 is driven to rotate through the gear two 8. Through the meshing connection of the gear two 8 and the gear three 9, the gear three 9 and the second intermediate shaft 4 are driven to rotate. When the shifting mechanism is in the first position, the gear five 11 and the gear seven 13 are coupled and connected, and the gear four 10 is sleeved on the outer arc surface of the second intermediate shaft 4. At this time, the rotation of the second intermediate shaft 4 will drive the third intermediate shaft 5 to rotate through the transmission of the gear five 11 and the gear seven 13. Through the meshing connection of the gear nine 15 and the gear eight 14, the differential power output shaft 6 rotates to output power. At this time, the output power is in the speed ratio range of 10 to 30. Similarly, when the shifting mechanism is in the second position, the gear six 12 and the gear four 10 are coupled and connected, and the gear five 11 is sleeved on the outer arc surface of the second intermediate shaft 4. At this time, the output power is in the speed ratio range of 30 to 60.

[0024] It should be noted that the motor 1 disclosed in the above embodiments can be freely configured according to the actual application scenarios. It is recommended to select a motor of model 5I K40RGU-CF. The vehicle-mounted controller controls the operation of the motor 1 using the methods commonly used in the prior art.

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

Claims

1. A novel 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 second gear (8) is provided at the left end of its outer arc surface; Second intermediate shaft (4): A third gear (9) is provided at the left end of its outer arc surface. The third gear (9) is meshed and connected with the second gear (8). A fourth gear (10) is provided at the right end of the outer arc surface of the second intermediate shaft (4); Third intermediate shaft (5): An eighth gear (14) is provided at the left end of its outer arc surface. A sixth gear (12) is provided at the right end of the outer arc surface of the second intermediate shaft (4). The sixth gear (12) and the fourth gear (10) are fitted and installed.

2. A novel electric drive axle transmission structure according to claim 1, characterized in that: A fifth gear (11) is provided at the right end of the outer arc surface of the second intermediate shaft (4). A seventh gear (13) is provided at the right end of the outer arc surface of the third intermediate shaft (5). The fifth gear (11) and the seventh gear (13) are fitted and installed.

3. A novel electric drive axle transmission structure according to claim 2, characterized in that: It further includes a shifting mechanism, and the shifting mechanism is located between the fourth gear (10) and the fifth gear (11).

4. A novel electric drive bridge transmission structure according to claim 1, characterized in that: It further includes a motor (1). A motor shaft (2) is provided at the left end of the output shaft of the motor (1). A first gear (7) is provided on the outer arc surface of the motor shaft (2). The first gear (7) is meshed and connected with the second gear (8). The input end of the motor (1) is electrically connected to the output end of the vehicle-mounted controller.

5. A novel electric drive axle transmission structure according to claim 4, characterized in that: It further includes a differential power output shaft (6). A ninth gear (15) is provided on the outer arc surface of the differential power output shaft (6). The ninth gear (15) is meshed and connected with the eighth gear (14).

6. A novel electric drive bridge transmission structure according to claim 5, characterized in that: The motor shaft (2), the differential power output shaft (6), the first intermediate shaft (3), the second intermediate shaft (4) and the third intermediate shaft (5) are parallelly distributed.

7. A novel electric drive axle transmission structure according to claim 2, characterized in that: The number of teeth of the third gear (9), the fourth gear (10) and the fifth gear (11) changes in a stepped manner from left to right. The number of teeth of the eighth gear (14), the sixth gear (12) and the seventh gear (13) changes in a stepped manner from left to right.

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