Electric drive trailer axle structure and electric drive trailer axle

Abstract

The utility model discloses an electric drive trailer axle structure and an electric drive trailer axle. The electric drive trailer axle structure comprises an axle housing, a differential mechanism, two half shafts and a speed reducer. The key point is that the speed reducer comprises a reducer shell, an input shaft and an intermediate shaft which are rotationally connected in the reducer shell, and a driving unit connected to the reducer shell, the input shaft is used for connecting a driving motor and is fixedly provided with an input gear, and the intermediate shaft is rotationally connected with a driving gear meshed with the input gear; a driven gear meshed with a transmission gear of the differential mechanism is fixed to the intermediate shaft, a meshing sleeve located between the driving gear and the driven gear slidably sleeves the intermediate shaft through a spline, the meshing sleeve is connected with a shifting fork, and the driving unit is connected with the shifting fork so as to drive the meshing sleeve to be meshed with or separated from the spline of the driving gear. Therefore, not only can energy consumption be reduced, but also kinetic energy can be recycled to charge the driving motor.

Description

Technical Field

[0001] The utility model relates to the technical field of trailer axles, and in particular to an electric-drive trailer axle structure and an electric-drive trailer axle. Background Art

[0002] Electric trailer axles provide auxiliary power when climbing slopes, enabling smoother climbing. Existing electric trailer axles include an axle housing and a transmission structure mounted on the axle housing. The transmission structure includes a differential mounted within the axle housing, two half-axles for connecting to the wheels, and a speed reducer mounted on the front side of the axle housing. The differential housing is fixedly connected to a drive gear, and the two half-axles are connected to each end of the differential. The speed reducer includes a speed reducer housing, an input shaft within the speed reducer housing, and an intermediate shaft located between the input shaft and the half-axles. The input shaft is connected to the drive motor and is equipped with an input gear. The intermediate shaft is equipped with a driving gear that meshes with the input gear and a driven gear that meshes with the drive gear. When the vehicle climbs a slope, the power from the drive motor is transmitted to the wheels sequentially through the input gear, driving gear, driven gear, drive gear, and half-axles. However, when the vehicle is traveling on a flat surface, the transmission structure remains in motion, causing the vehicle to experience greater resistance during travel, resulting in greater energy consumption and poor vehicle performance. Utility Model Content

[0003] In view of the shortcomings of the existing technology, the purpose of the present invention is to provide an electric drive trailer axle structure and an electric drive trailer axle. The intermediate shaft of the electric drive trailer axle structure is spline-connected to an engaging sleeve located between the driving gear and the driven gear, and a shift fork connected to the drive unit is provided on the engaging sleeve to realize the connection or disconnection of the drive motor and the wheel, which not only reduces energy consumption but also recovers kinetic energy to charge the drive motor.

[0004] To achieve the above objectives, the present invention adopts the following technical solutions:

[0005] An electric drive trailer axle structure includes an axle housing, a differential and two half-axles arranged in the axle housing, and a speed reducer connected to the axle housing;

[0006] The differential includes a transmission gear;

[0007] The two half shafts are respectively connected to the two ends of the differential;

[0008] The reducer is located in front of the differential, and includes a reduction housing, an input shaft and an intermediate shaft rotatably connected to the reduction housing, and a drive unit connected to the reduction housing. The reduction housing is fixed to the front side of the axle housing and the two are connected front to back. The input shaft is used to connect to the drive motor and is fixed with an input gear. The intermediate shaft is located between the half shaft and the input shaft and is rotatably connected with a driving gear meshing with the input gear; the intermediate shaft is fixed with a driven gear located on one side of the driving gear and meshing with the transmission gear. The intermediate shaft is also slidably provided with an engaging sleeve located between the driving gear and the driven gear through a spline. The engaging sleeve is connected to a shift fork. The drive unit is connected to the shift fork to drive the engaging sleeve to engage or disengage the splines of the driving gear.

[0009] Furthermore, the intermediate shaft is fixed with a key sleeve located between the driving gear and the driven gear, the inner circumferential wall of the key sleeve is spline-matched with the outer circumferential wall of the intermediate shaft, the inner circumferential wall of the engaging sleeve is spline-matched with the outer circumferential wall of the key sleeve, and the outer circumferential wall of the engaging sleeve is inwardly and concavely formed along its circumference to form an annular groove, and the shift fork is engaged in the groove.

[0010] Furthermore, the key sleeve has a first end and a second end relative to the first end and close to the driving gear, the first end is in contact with the driven gear, and the end surface of the second end is concave to form an annular groove, the groove surrounds the outer circumference of the intermediate shaft and is provided with a washer, the washer is fixedly sleeved on the intermediate shaft and its end away from the driving gear is in contact with the inner wall of the groove.

[0011] Furthermore, the driving unit corresponds to the fork and is a cylinder, which is fixed to the front outer side wall of the reduction shell and has a telescopic rod parallel to the intermediate axis, and the connection end of the fork away from the engagement sleeve is fixedly connected to the telescopic rod.

[0012] Furthermore, a connecting hole is provided on the outer side wall of the connecting end along the axial direction and inwardly of the intermediate shaft, and a locking hole is provided on the end face of the connecting end along the radial direction of the intermediate shaft. The telescopic rod has a mounting end close to the connecting end, the mounting end cooperates with the connecting hole and a fixing hole is provided on its outer peripheral wall corresponding to the locking hole inwardly, the fixing hole passes through the mounting end and is fitted with a screw therein, and the screw cooperates with the locking hole.

[0013] Furthermore, a fixing portion protrudes forward on the front outer side wall of the reducing shell corresponding to the connecting end, and an outlet communicating with the inner cavity of the reducing shell is opened rearward on the front end face of the fixing portion corresponding to the connecting end, and the connecting end extends out of the reducing shell from the outlet, and the cylinder is fixed to the front end face of the fixing portion and its telescopic rod is connected to the connecting end.

[0014] Furthermore, the cylinder includes a seat body fixed on the front end surface of the fixed part and covering the outside of the outlet, the rear side wall of the seat body is in contact with the front end surface of the fixed part and a receiving hole connected to the inner cavity of the seat body and the outlet is opened forward corresponding to the outlet, the receiving hole is for the shift fork to pass through, so that the shift fork extends from the receiving hole into the inner cavity of the seat body, and the telescopic rod is located in the inner cavity of the seat body.

[0015] Furthermore, the reducing shell has a first fixed end and a second fixed end opposite to the first fixed end, the end face of the first fixed end is open, the opening is connected to the inner cavity of the reducing shell and is covered with an end cover, and the drive motor is fixed to the end face of the second fixed end.

[0016] Furthermore, one end of the input shaft and the intermediate shaft are rotatably connected to the two axial holes of the end cover through bearings, and the other ends are rotatably connected to the two pivot holes of the reduction shell through bearings, wherein the two axial holes respectively form a port on the end surface of the end cover away from the first fixed end, and each of the port covers is provided with a hole cover, which is fixed to the end cover by screws.

[0017] The electric-drive trailer axle structure of the present invention has an intermediate shaft connected by a spline to an engagement sleeve located between a driving gear and a driven gear, and a shift fork connected to the engagement sleeve is provided. When the drive motor is charged, the drive unit drives the engagement sleeve to engage with the driving gear via the shift fork, causing the driving gear and the driven gear to rotate synchronously. That is, the drive motor is connected to the wheels through the input gear, the driving gear, the driven gear, the transmission gear, and the half-axles in sequence, converting the kinetic energy of the wheels into electrical energy, enabling the drive motor to generate and store electricity, thereby achieving energy conversion between the drive motor and the wheels and achieving the purpose of energy recovery. When the vehicle is traveling on a flat road or the drive motor is fully charged, the drive unit drives the engagement sleeve to disengage from the driving gear via the shift fork, causing the driving gear and the driven gear to rotate relative to each other. At this time, the intermediate shaft idles and the driving gear is stationary, that is, the drive motor is disconnected from the wheels, so that the drive motor does not receive power transmitted by the wheels, thereby reducing vehicle energy consumption. The electric-drive trailer axle structure of the present invention is simple, energy-saving, and easy to disassemble and maintain.

[0018] An embodiment of the present utility model further provides an electric-drive trailer axle, comprising the electric-drive trailer axle structure described in any one of the above embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a partial three-dimensional schematic diagram of the electric drive trailer axle structure according to an embodiment of the utility model;

[0020] Figure 2 for Figure 1sectional view of

[0021] Figure 3 for Figure 2 A magnified view of the local area A;

[0022] Figure 4 for Figure 1 A partial three-dimensional schematic diagram;

[0023] Figure 5 for Figure 1 A partial stereoscopic diagram from another perspective. DETAILED DESCRIPTION

[0024] Below, in conjunction with the accompanying drawings and specific embodiments, the utility model is further described:

[0025] like Figures 1 to 5 As shown, an embodiment of the present invention provides an electric drive trailer axle structure, including an axle housing 1, a differential 2 and two half shafts 3 arranged in the axle housing 1, and a reducer 4 connected to the axle housing 1.

[0026] like Figure 2 As shown, the differential 2 includes a transmission gear 21 connected to the bridge housing 1. Specifically, the transmission gear 21 is fixed to the housing (unnumbered) of the differential 2 by bolts; the two half shafts 3 are respectively connected to the two ends of the differential 2. Specifically, one end of the two half shafts 3 is respectively engaged with the gears at the two ends of the differential 2.

[0027] like Figures 1 to 3 As shown, the speed reducer 4 is located in front of the differential 2 and includes a speed reducer housing 41, an input shaft 42 rotatably connected to the speed reducer housing 41, and an intermediate shaft 43 (as shown in FIG. Figure 4 As shown), and a drive unit 44 connected to the reduction housing 41. The reduction housing 41 is fixed to the front side of the axle housing 1 by bolts, and the two are connected front to back. The input shaft 42 is used to connect to the drive motor 100, which drives the input shaft 42 to rotate. The input shaft 42 is fixed with an input gear 421, wherein the input gear 421 and the input shaft 42 are integrally formed. The intermediate shaft 43 is located between the half shaft 3 and the input shaft 42 and is rotatably connected to a driving gear 431 that meshes with the input gear 421 through a bearing. The driving gear 431 is provided with a spline 4311 (as shown) at one end near the transmission gear 21. Figure 3 、 Figure 5 As shown); the intermediate shaft 43 is fixed with a driven gear 432 located on one side of the driving gear 431 and meshing with the transmission gear 21, wherein the driven gear 432 and the intermediate shaft 43 are integrally formed, and the intermediate shaft 43 is also slidably provided with an engaging sleeve 433 located between the driving gear 431 and the driven gear 432 through a spline. The engaging sleeve 433 is connected to a shift fork 434, and the driving unit 44 is connected to the shift fork 434 to drive the engaging sleeve 433 to engage or disengage with the spline 4311 of the driving gear 431.

[0028] When the drive motor 100 is charged, the drive unit 44 drives the engaging sleeve 433 to engage with the driving gear 431 via the shift fork 434, causing the driving gear 431 and the driven gear 432 to rotate synchronously. That is, the drive motor 100 is connected to the wheel via the input gear 421, the driving gear 431, the driven gear 432, the transmission gear 21, and the half-shaft 3 in sequence, thereby converting the kinetic energy of the wheel into electrical energy, enabling the drive motor 100 to generate electricity and store electricity through the battery, thereby realizing energy conversion between the drive motor 100 and the wheel and achieving the purpose of energy recovery. When the vehicle is traveling on a flat road or the drive motor 100 is fully charged, the drive unit 44 drives the engaging sleeve 433 to disengage from the driving gear 431 via the shift fork 434, causing the driving gear 431 and the driven gear 432 to rotate relative to each other. At this time, the intermediate shaft 43 is idling and the driving gear 431 is stationary. That is, the drive motor 100 is disconnected from the wheel, so that the drive motor 100 does not receive power transmitted by the wheel, thereby reducing vehicle energy consumption. The structure is simple and installation is convenient. When the vehicle climbs a slope, the drive unit 44 drives the engaging sleeve 433 to engage with the driving gear 431 through the shift fork 434, so that the driving gear 431 and the driven gear 432 rotate synchronously, that is, the drive motor 100 is connected to the wheels through the input gear 421, the driving gear 431, the driven gear 432, the transmission gear 21, and the half-shaft 3 in sequence. At the same time, the drive motor 100 discharges and transmits the power it provides to the wheels, which can provide auxiliary power for the vehicle and enable the vehicle to climb the slope smoothly.

[0029] like Figure 1 、 Figure 3 As shown, in order to facilitate disassembly and maintenance, more specifically, the reducing shell 41 has a first fixed end 412 and a second fixed end 413 opposite to the first fixed end 412, the end face of the first fixed end 412 has an opening 4121, the opening 4121 is connected to the inner cavity of the reducing shell 41, the opening 4121 is covered with an end cover 4122, the end cover 4122 is fixed to the reducing shell 41 by screws, and the end face of the second fixed end 413 is fixed with the driving motor 100; one end of the input shaft 42 and the intermediate shaft 43 are rotatably connected to the two axial holes (unnumbered) of the end cover 4122 through bearings, and the other ends are rotatably connected to the two pivot holes (unnumbered) of the reducing shell 41 through bearings, wherein the two axial holes form a port 4123 on the end face of the end cover 4122 away from the first fixed end 412, and each port 4123 is covered with a hole cover 4124 (as shown in FIG. Figure 1 、 Figure 3 As shown), the hole cover 4124 is fixed to the end cover 4122 by screws.

[0030] like Figure 2 、 Figure 3As shown, the intermediate shaft 43 is fixed with a key sleeve 435 located between the driving gear 431 and the driven gear 432. The inner circumferential wall of the key sleeve 435 is spline-fitted with the outer circumferential wall of the intermediate shaft 43. The inner circumferential wall of the engaging sleeve 433 is spline-fitted with the outer circumferential wall of the key sleeve 435. The outer circumferential wall of the engaging sleeve 433 is inwardly and circumferentially recessed to form an annular groove 4331. The shift fork 434 is engaged in the groove 4331. Specifically, the key sleeve 435 has a first end 4352 and a second end 4353 relative to the first end 4352 and close to the driving gear 431. The first end 4352 is in contact with the driven gear 432, and the end surface of the second end 4353 is concave to form an annular groove 4354. The groove 4354 surrounds the outer circumference of the intermediate shaft 43 and is provided with a washer 4355. The washer 4355 is fixedly sleeved on the intermediate shaft 43. One end of the washer 4355 is in contact with the driving gear 431, and the other end (the end away from the driving gear 431) is in contact with the inner wall of the groove 4354 to achieve axial limitation. By providing the washer 4355 and the driven gear 432 respectively in contact with the two ends of the key sleeve 435, the key sleeve 435 is axially limited on the intermediate shaft 43 to prevent the key sleeve 435 from axial movement and facilitate maintenance and replacement. Of course, in other embodiments, the key sleeve 435 may not be provided, and the engaging sleeve 433 may be connected to the outer peripheral wall of the intermediate shaft 43 via splines.

[0031] like Figure 3 、 Figure 4 As shown, specifically, the drive unit 44 corresponds to the fork 434 and is a cylinder, which is fixed to the front outer side wall of the reduction shell 41 by screws and has a telescopic rod 441 parallel to the intermediate shaft 43, and the connection end 4341 of the fork 434 away from the engaging sleeve 433 is fixedly connected to the telescopic rod 441. More specifically, the outer wall of the connecting end 4341 is provided with a connecting hole 4342 along the axial direction and inward of the intermediate shaft 43, and the end face of the connecting end 4341 is provided with a locking hole 4343 along the radial direction of the intermediate shaft 43. The telescopic rod 441 has a mounting end 4411 close to the connecting end 4341. The mounting end 4411 cooperates with the connecting hole 4342 and its outer peripheral wall is provided with a fixing hole 4412 corresponding to the locking hole 4343. The fixing hole 4412 passes through the mounting end 4411 and is fitted with a screw therein. The screw cooperates with the locking hole 4343, that is, the telescopic rod 441 and the fork 434 are fixed by the screw, so that the fork 434 moves axially along the intermediate shaft 43 under the drive of the telescopic rod 441 to drive the key sleeve 435 to move axially along the intermediate shaft 43.

[0032] like Figure 1 、 Figure 3As shown, for ease of installation, a fixing portion 411 protrudes forward from the front outer side wall of the reducing shell 41 corresponding to the connecting end 4341, and an outlet 4111 communicating with the inner cavity of the reducing shell 41 is opened backward on the front end face of the fixing portion 411 corresponding to the connecting end 4341, and the connecting end 4341 extends out of the reducing shell 41 from the outlet 4111. The cylinder is fixed to the front end face of the fixing portion 411 by screws, and its telescopic rod 441 is connected to the connecting end 4341. The cylinder includes a seat body 440 fixed to the front end face of the fixing portion 411 by screws and covering the outer portion of the outlet 4111. The seat body 440 is hollow, and the rear side wall of the seat body 440 is in contact with the front end face of the fixing portion 411 and a receiving hole 4401 communicating with the inner cavity of the seat body 440 and the outlet 4111 is opened forward corresponding to the outlet 4111 (as shown in FIG. Figure 3 、 Figure 5 As shown), the accommodating hole 4401 is for the shift fork 434 to pass through, so that the shift fork 434 extends from the accommodating hole 4401 into the inner cavity of the seat body 440, and the telescopic rod 441 is located in the inner cavity of the seat body 440 to be connected to the connecting end 4341.

[0033] The electric-drive trailer axle structure of the present invention has an intermediate shaft connected by a spline to an engagement sleeve located between a driving gear and a driven gear, and a shift fork connected to the engagement sleeve is provided. When the drive motor is charged, the drive unit drives the engagement sleeve to engage with the driving gear via the shift fork, causing the driving gear and the driven gear to rotate synchronously. That is, the drive motor is connected to the wheels through the input gear, the driving gear, the driven gear, the transmission gear, and the half-axles in sequence, converting the kinetic energy of the wheels into electrical energy, enabling the drive motor to generate and store electricity, thereby achieving energy conversion between the drive motor and the wheels and achieving the purpose of energy recovery. When the vehicle is traveling on a flat road or the drive motor is fully charged, the drive unit drives the engagement sleeve to disengage from the driving gear via the shift fork, causing the driving gear and the driven gear to rotate relative to each other. At this time, the intermediate shaft idles and the driving gear is stationary, that is, the drive motor is disconnected from the wheels, so that the drive motor does not receive power transmitted by the wheels, thereby reducing vehicle energy consumption. The electric-drive trailer axle structure of the present invention is simple, energy-saving, and easy to disassemble and maintain.

[0034] An embodiment of the present utility model further provides an electric-drive trailer axle, comprising the electric-drive trailer axle structure described in any one of the above embodiments.

[0035] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein, and these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. The electric drive trailer axle structure is characterized by: It includes an axle housing, a differential and two half-shafts arranged in the axle housing, and a speed reducer connected to the axle housing; The differential includes a transmission gear; The two half shafts are respectively connected to the two ends of the differential; The reducer is located in front of the differential, and includes a reduction housing, an input shaft and an intermediate shaft rotatably connected to the reduction housing, and a drive unit connected to the reduction housing. The reduction housing is fixed to the front side of the axle housing and the two are connected front to back. The input shaft is used to connect to the drive motor and is fixed with an input gear. The intermediate shaft is located between the half shaft and the input shaft and is rotatably connected with a driving gear meshing with the input gear; the intermediate shaft is fixed with a driven gear located on one side of the driving gear and meshing with the transmission gear. The intermediate shaft is also slidably provided with an engaging sleeve located between the driving gear and the driven gear through a spline. The engaging sleeve is connected to a shift fork. The drive unit is connected to the shift fork to drive the engaging sleeve to engage or disengage the splines of the driving gear.

2. The electric drive trailer axle structure according to claim 1, characterized in that: The intermediate shaft is fixed with a key sleeve located between the driving gear and the driven gear, the inner circumferential wall of the key sleeve is spline-matched with the outer circumferential wall of the intermediate shaft, the inner circumferential wall of the engaging sleeve is spline-matched with the outer circumferential wall of the key sleeve, and the outer circumferential wall of the engaging sleeve is inwardly and concavely formed along its circumference to form an annular groove, and a shift fork is engaged in the groove.

3. The electric drive trailer axle structure according to claim 2, characterized in that: The key sleeve has a first end and a second end relative to the first end and close to the driving gear. The first end is in contact with the driven gear. The end surface of the second end is concave to form an annular groove. The groove surrounds the outer circumference of the intermediate shaft and is provided with a washer. The washer is fixedly sleeved on the intermediate shaft and its end away from the driving gear is in contact with the inner wall of the groove.

4. The electric drive trailer axle structure according to claim 1, characterized in that: The driving unit corresponds to the shift fork and is a cylinder, which is fixed to the front outer side wall of the reduction shell and has a telescopic rod parallel to the intermediate axis. The connection end of the shift fork away from the engagement sleeve is fixedly connected to the telescopic rod.

5. The electric drive trailer axle structure according to claim 4, characterized in that: The outer side wall of the connecting end is provided with a connecting hole along the axial direction of the intermediate shaft and inwardly, and the end face of the connecting end is provided with a locking hole along the radial direction of the intermediate shaft. The telescopic rod has a mounting end close to the connecting end, the mounting end cooperates with the connecting hole and a fixing hole is provided inwardly on the outer peripheral wall thereof corresponding to the locking hole. The fixing hole passes through the mounting end and is provided with a screw therein, and the screw cooperates with the locking hole.

6. The electric drive trailer axle structure according to claim 4, characterized in that: The front outer side wall of the reducing shell has a fixing portion protruding forward corresponding to the connecting end, and the front end surface of the fixing portion is provided with an outlet connected to the inner cavity of the reducing shell backward corresponding to the connecting end, and the connecting end extends out of the reducing shell from the outlet, and the cylinder is fixed to the front end surface of the fixing portion and its telescopic rod is connected to the connecting end.

7. The electric drive trailer axle structure according to claim 6, characterized in that: The cylinder includes a seat body fixed on the front end surface of the fixed part and covering the outside of the outlet, the rear side wall of the seat body is in contact with the front end surface of the fixed part and a receiving hole connected to the inner cavity of the seat body and the outlet is opened forward corresponding to the outlet, the receiving hole is for the shift fork to pass through, so that the shift fork extends from the receiving hole into the inner cavity of the seat body, and the telescopic rod is located in the inner cavity of the seat body.

8. The electric drive trailer axle structure according to claim 1, characterized in that: The reducing shell has a first fixed end and a second fixed end opposite to the first fixed end. The end surface of the first fixed end is open, the opening is connected to the inner cavity of the reducing shell and is covered with an end cover, and the end surface of the second fixed end is fixed with the driving motor.

9. The electric drive trailer axle structure according to claim 8, characterized in that: One end of the input shaft and the intermediate shaft are rotatably connected to the two axial holes of the end cover through bearings, and the other ends are rotatably connected to the two pivot holes of the reduction shell through bearings, wherein the two axial holes respectively form a port on the end surface of the end cover away from the first fixed end, and each of the port covers is provided with a hole cover, which is fixed to the end cover by screws.

10. Electric drive trailer axle, characterized in that: It comprises the electric drive trailer axle structure as described in any one of claims 1 to 9.

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