Electric drive axle gearbox

Abstract

The utility model discloses an electric drive axle gearbox which comprises an input shaft, a first transmission shaft, a second transmission shaft and a differential assembly which are arranged at intervals, and the input shaft is driven by a motor, is in transmission connection with the first transmission shaft through a first gear train and is in transmission connection with the second transmission shaft through a second gear train; the second transmission shaft is in transmission connection with the differential assembly through a third gear train; the first transmission shaft and the second transmission shaft are in transmission connection through a fourth gear train and a fifth gear train which are arranged at intervals, and the second gear train, the fourth gear train and the fifth gear train are each provided with a combination gear sleeve used for adjusting the state of the corresponding gear train. The three shaft systems and the five wheel systems are arranged on the electric drive axle gearbox, the combination state of part of the wheel systems is achieved through the combination gear sleeve, the transmission path is adjusted to achieve gear shifting transmission, the multi-stage gear transmission requirement is met, all the wheel systems can be in the rotating state in the operation process through the combination gear sleeve, and the transmission efficiency is improved. And the oil stirring lubrication effect is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of electric motor equipment, in particular to an electric drive axle gearbox. Background Art

[0002] The electric drive axle has the functions of outputting torque and realizing wheel differential. As a common drive structure for electric vehicles, the current electric drive axle is difficult to start in applications such as electric heavy trucks because the overall transmission speed required during the input start-up process is relatively large and the transmission ratio range is also large. The currently commonly used two-stage gear transmission is difficult to meet the requirements. At the same time, there are idling gears during the operation of the gearbox. Under conditions where the gear is used less frequently, the lubrication effect of the corresponding gear system will be affected due to insufficient oil stirring, affecting the subsequent smooth use.

[0003] Therefore, how to improve the transmission and lubrication effects of the electric drive axle gearbox is a technical problem that needs to be solved urgently by those skilled in the art. Utility Model Content

[0004] In view of this, an object of the present invention is to provide an electric drive axle transmission to improve the transmission and lubrication effects of the electric drive axle transmission.

[0005] To achieve the above objectives, the present invention provides the following technical solutions:

[0006] An electric drive axle transmission comprises an input shaft, a first transmission shaft, a second transmission shaft and a differential assembly arranged at intervals, wherein the input shaft is driven by an electric motor and is connected to the first transmission shaft through a first gear train, and is connected to the second transmission shaft through a second gear train; the second transmission shaft is connected to the differential assembly through a third gear train; the first transmission shaft and the second transmission shaft are connected through two sets of gear trains, a fourth gear train and a fifth gear train, and the second gear train, the fourth gear train and the fifth gear train are respectively provided with a coupling gear sleeve for adjusting the coupling state of the corresponding gear train.

[0007] Preferably, in the above-mentioned electric drive axle transmission, it includes a first gear transmission. When the electric drive axle transmission is in the first gear transmission state, the coupling gear sleeve at the fourth gear train position is in a coupled state, and the coupling gear sleeves at the second gear train position and the fifth gear train position are both in an asynchronously separated state.

[0008] Preferably, the above-mentioned electric drive axle transmission also includes a second-gear transmission. When the electric drive axle transmission is in the second-gear transmission state, the coupling gear sleeve at the fifth gear train position is in a coupled state, and the coupling gear sleeves at the second gear train position and the fourth gear train position are both in an asynchronously separated state.

[0009] Preferably, the above-mentioned electric drive axle transmission also includes a three-speed transmission. When the electric drive axle transmission is in the third-speed transmission state, the coupling gear sleeve at the second gear train position is in a coupled state, and the coupling gear sleeves at the fourth gear train position and the fifth gear train position are both in an asynchronously separated state.

[0010] Preferably, in the above-mentioned electric drive axle transmission, the speed ratio of the first gear transmission is greater than the speed ratio of the second gear transmission, and the speed ratio of the second gear transmission is greater than the speed ratio of the third gear transmission.

[0011] Preferably, in the above-mentioned electric drive axle transmission, the second gear train and the fifth gear train share a coupling gear sleeve, and the coupling gear sleeve is arranged between the second gear train and the fifth gear train and realizes the coupling of the second gear train or the fifth gear train through axial movement.

[0012] Preferably, in the above-mentioned electric drive axle transmission, the first gear train, the second gear train, the third gear train, the fourth gear train and the fifth gear train each include two meshing gears.

[0013] Preferably, in the above-mentioned electric drive axle transmission, each wheel train is in a rotating state during the transmission process.

[0014] Preferably, in the above-mentioned electric drive axle transmission, the fourth gear train includes a first gear and a second gear that are meshed together, the first gear is arranged on the outer wall of the first transmission shaft, the second gear is arranged on the outer wall of the second transmission shaft, and a gear hub is fixedly provided on one side of the second gear, and the inner side of the combined gear sleeve is splined to the outer side of the gear hub.

[0015] Preferably, in the above-mentioned electric drive axle transmission, it is characterized in that a power take-off is integrated on the input shaft.

[0016] It can be seen from the above technical solution that the electric drive axle transmission provided by the present invention sets up multiple sets of gear trains to meet the different gear adjustment requirements of the transmission, and at the same time adjusts the transmission path of the input shaft differential assembly by combining the gear sleeve, and the three-axis system of the input shaft, the first transmission shaft and the second transmission shaft, in conjunction with the gear train, can achieve two-stage or three-stage transmission to achieve different speed ratios to meet the operation requirements of the transmission; at the same time, combined with the setting of the gear sleeve, each gear train can keep rotating in any movement state of the transmission, so as to achieve a continuous oil stirring and lubrication effect, avoid lubrication caused by long-term non-use of some gear trains, and at the same time do not affect the transmission path of each gear, so as to achieve the oil stirring and lubrication effect of each gear train on the lubricating oil while maintaining the operation function of the transmission, thereby improving the lubrication effect and service life of each gear train. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 A schematic diagram of the electric drive axle transmission system provided by an embodiment of the present utility model;

[0019] Figure 2 This is the axonometric drawing of the electric drive axle gearbox;

[0020] Figure 3 for Figure 2 Schematic top view of

[0021] Figure 4 Schematic diagram of the transmission path of the electric drive axle transmission in the first gear state;

[0022] Figure 5 Schematic diagram of the transmission path of the electric drive axle transmission in the second gear state;

[0023] Figure 6 Schematic diagram of the transmission path of the electric drive axle transmission in the third gear state;

[0024] Figure 7 This is a schematic diagram of the structure of the fourth gear train.

[0025] Among them, 10-input shaft; 110-power take-off; 20-first transmission shaft; 30-second transmission shaft; 40-differential assembly; 50-first gear train; 60-second gear train; 70-third gear train; 80-fourth gear train; 810-first gear; 820-second gear; 8210-gear hub; 90-fifth gear train; 100-combined gear sleeve. DETAILED DESCRIPTION

[0026] The core of the utility model is to disclose an electric drive axle gearbox to improve the transmission and lubrication effects of the electric drive axle gearbox.

[0027] In order to help those skilled in the art better understand the present invention, the following describes embodiments of the present invention with reference to the accompanying drawings. Furthermore, the embodiments described below do not limit the scope of the invention as set forth in the claims. Furthermore, the entire contents of the embodiments described below are not necessarily required to serve as the solution of the invention as set forth in the claims.

[0028] like Figure 1 、 Figure 2 and Figure 3As shown, the electric drive axle transmission provided by the embodiment of the present invention mainly includes an input shaft 10, a first transmission shaft 20, a second transmission shaft 30, and a differential assembly 40. Among them, the input shaft 10 is driven by a motor to rotate, the differential assembly 40 is used to connect the wheels on both sides, and the first transmission shaft 20 and the second transmission shaft 30 are used to realize transmission from the input shaft 10 to the differential assembly 40. Specifically, the input shaft 10 and the first transmission shaft 20 are connected by a first gear train 50, which is a meshing gear set. The first gear train 50 can be set with a speed ratio according to operating requirements to realize transmission from the input shaft 10 to the first transmission shaft 20. At the same time, the input shaft 10 and the second transmission shaft 30 are connected by a second gear train 60, which is also a meshing gear set. The first gear train 50 and the second gear train 60 are spaced apart so that the input shaft 10 can simultaneously drive the first transmission shaft 20 and the second transmission shaft 30 to rotate when rotating, while the gears in the first gear train 50 and the second gear train 60 keep rotating.

[0029] At the same time, the second drive shaft 30 and the differential assembly 40 are connected through the third gear train 70, so that the rotation of the second drive shaft 30 can directly drive the ring gear of the differential assembly 40 to rotate, thereby driving the differential assembly 40. On the basis of the above structure, the input shaft 10 can drive the second drive shaft 30 to rotate through the second gear train 60, and the second drive shaft 30 can transmit torque to the differential assembly 40 through the third gear train 70 during the rotation process to achieve transmission, that is, the input shaft 10 can transmit power to the differential assembly 40 position through the action of the two-stage gear train.

[0030] Furthermore, the first transmission shaft 20 and the second transmission shaft 30 are simultaneously connected through two sets of gear trains, namely the fourth gear train 80 and the fifth gear train 90, and the fourth gear train 80 and the fifth gear train 90 are arranged at intervals. In particular, the transmission ratios of the fourth gear train 80 and the fifth gear train 90 are different, so that there are two sets of transmission paths with different speed ratios between the first transmission shaft 20 and the second transmission shaft 30. On this basis, in the transmission process in which torque needs to be transmitted to the differential assembly 40 and the first transmission shaft 20 participates, one transmission path is that the input shaft 10 The first transmission shaft 20 is driven to rotate by the first gear train 50, and the first transmission shaft 20 drives the second transmission shaft 30 to rotate via the fourth gear train 80. The second transmission shaft 30 then transmits torque to the differential assembly 40 via the third gear train 70 to achieve transmission. Another transmission path is that the input shaft 10 drives the first transmission shaft 20 to rotate via the first gear train 50, and the first transmission shaft 20 drives the second transmission shaft 30 to rotate via the fifth gear train 90. The second transmission shaft 30 then transmits torque to the differential assembly 40 via the third gear train 70 to achieve transmission. Combining this with the above embodiments, it is possible to achieve at least three gear-shifting drives by the input shaft 10 driving the differential assembly 40 via at least three transmission paths.

[0031] On the basis of the above embodiments, in order to enable each gear train to keep rotating in any movement state of the gearbox, so as to achieve a continuous oil stirring and lubrication effect, avoid lubrication caused by long-term non-use of some gear trains, and at the same time not affect the transmission path of each gear, in some embodiments of the present invention, the second gear train 60, the fourth gear train 80 and the fifth gear train 90 are respectively provided with a coupling sleeve 100, which is used to adjust the coupling state of the corresponding gear train so that the corresponding gear train is coupled in the coupling state and the asynchronous separation state. When the coupling sleeve 100 adjusts the corresponding gear train to be in the coupling state, the two shafts connected by the gear train realize transmission, and when the coupling sleeve 100 adjusts the corresponding gear train to be in the asynchronous separation state, the gears in the gear train still keep rotating, but no transmission relationship is generated between the two shafts connected by the gear train. Combined with the setting of the gear sleeve 100, the gearbox can switch the transmission path between the input shaft 10 and the differential assembly 40, while maintaining the rotation state of the gears in each gear train, so that the gears in the gearbox can keep rotating in any operating state, and the lubricating oil can be stirred and lubricated, thereby improving the lubrication effect and service life of each gear train.

[0032] In order to further optimize the above technical solution, Figure 4 As shown, in some embodiments of the present invention, the electric drive axle transmission includes a first gear transmission, and when the electric drive axle transmission is in the first gear transmission state, the coupling gear sleeve 100 at the position of the fourth gear train 80 is in the coupled state, and the coupling gear sleeves 100 at the positions of the second gear train 60 and the fifth gear train 90 are both in the asynchronous separation state. At this time, the transmission path of the electric drive axle transmission is that the input shaft 10 drives the first transmission shaft 20 to rotate through the first gear train 50, and the first transmission shaft 20 drives the second transmission shaft 30 to rotate through the fourth gear train 80, and the second transmission shaft 30 then drives the differential assembly 40 through the third gear train 70. The power input of the input shaft 10 is transmitted to the differential assembly 40 after passing through the three-stage gear train of the first gear train 50, the fourth gear train 80 and the third gear train 70; due to the large number of transmission stages, the speed ratio of a single set of gear trains does not need to be too large to achieve an overall large transmission speed ratio, and a stable transmission effect can be achieved when the vehicle starts.

[0033] Based on the above structure, Figure 5As shown, the electric drive axle transmission also includes a second-gear transmission operating state. Specifically, when the electric drive axle transmission is in the second-gear transmission state, the coupling gear sleeve 100 at the position of the fifth gear train 90 is in the coupled state, and the coupling gear sleeves 100 at the positions of the second gear train 60 and the fourth gear train 80 are both in the asynchronous separation state. At this time, the transmission path of the electric drive axle transmission is that the input shaft 10 drives the first transmission shaft 20 to rotate through the first gear train 50, and the first transmission shaft 20 drives the second transmission shaft 30 to rotate through the fifth gear train 90, and the second transmission shaft 30 then drives the differential assembly 40 through the third gear train 70. The power input of the input shaft 10 is transmitted to the differential assembly 40 after passing through the three-stage gear train of the first gear train 50, the fifth gear train 90 and the third gear train 70. It also has a large number of transmission stages and can achieve a larger speed ratio transmission effect. At the same time, it can reduce the speed ratio compared to the first-gear transmission, so as to achieve effective acceleration during the operation process after the vehicle starts.

[0034] In addition, it should be noted that Figure 6 As shown, the electric drive axle transmission also includes a three-speed transmission operating state to adapt to high-speed operation. Specifically, when the electric drive axle transmission is in the third gear transmission state, the coupling gear sleeve 100 at the second gear train 60 is in the engaged state, while the coupling gear sleeves 100 at the fourth gear train 80 and the fifth gear train 90 are both in the asynchronously separated state. At this time, the rotation of the first transmission shaft 20 cannot be transmitted to the second transmission shaft 30. Under the meshing action of the second gear train 60, the second transmission shaft 30 is directly driven to rotate by the input shaft 10. At the same time, the second transmission shaft 30 drives the differential assembly 40 through the third gear train 70. The power input of the input shaft 10 is transmitted to the differential assembly 40 after passing through the second gear train 60 and the third gear train 70, a total of two stages of gear trains. Compared with the first gear transmission and the second gear transmission, the transmission has fewer transmission stages and is suitable for lower speed ratios under high-speed operation. At the same time, the above-mentioned transmission realizes a structure in which two-stage and three-stage gear train transmissions coexist, which can more reasonably distribute the transmission ratios of each gear position of the transmission.

[0035] Based on the above embodiment, the first gear transmission is used for gear operation when the vehicle starts, the third gear transmission is used for gear operation when the vehicle runs at high speed, and the second gear transmission is used for the transition between up and down gears. Therefore, the speed ratio of the first gear transmission is greater than the speed ratio of the second gear transmission, and the speed ratio of the second gear transmission is greater than the speed ratio of the third gear transmission, so as to adapt to the operating state of the vehicle.

[0036] In order to improve the structural integration of the electric drive axle transmission and reduce the number of components, in some embodiments of the present invention, the second gear train 60 and the fifth gear train 90 share a coupling sleeve 100, that is, the coupling sleeve 100 is arranged between the second gear train 60 and the fifth gear train 90, and its movement to one side in the axial direction can be combined with the second gear train 60 and separated from the fifth gear train 90, thereby realizing the transmission of the second transmission shaft 30 by the input shaft 10; and its movement to the other side can be combined with the fifth gear train 90 and separated from the second gear train 60, thereby realizing the transmission of the first transmission shaft 20 to the second transmission shaft 30 through the fifth gear train 90; and when the coupling sleeve 100 is located between the second gear train 60 and the fifth gear train 90, it can be separated from the second gear train 60 and the fifth gear train 90 at the same time, thereby making the transmission of the second gear train 60 and the fifth gear train 90 invalid.

[0037] Furthermore, in the electric drive axle transmission provided in the embodiment of the present invention, the first gear train 50, the second gear train 60, the third gear train 70, the fourth gear train 80 and the fifth gear train 90 all include two meshing gears, that is, a single gear train realizes transmission through two meshing gears, and it realizes transmission through the cooperation of multiple gear trains, thereby reducing the number of gears used in a single gear train, making the assembly process of the transmission more convenient, and the structure of a single gear train is simple, and the effectiveness is easier to ensure; and during maintenance, the maintenance difficulty of the minimum maintenance unit can be reduced, thereby improving the convenience of maintenance.

[0038] Specifically, the fourth gear train 80 is taken as an example for explanation. Figure 7 As shown, the specific combination method of the combined gear sleeve 100 is that the fourth gear train 80 includes a first gear 810 and a second gear 820 that are meshed together, wherein the first gear 810 is arranged on the outer wall of the first transmission shaft 20, and the second gear 820 is arranged on the outer wall of the second transmission shaft 30, and then the transmission effect of the first transmission shaft 20 to the second transmission shaft 30 is realized by the meshing effect of the first gear 810 and the second gear 820. At the same time, a gear hub 8210 is fixedly provided on one side of the second gear 820, and a spline is provided on the inner side of the combined gear sleeve 100, and a spline is correspondingly provided on the outer side of the gear hub 8210. The combined gear sleeve 100 moves toward the second gear 820 to be combined with the gear hub 8210 through the spline, thereby realizing the meshing transmission of the fourth gear train 80, that is, the transmission of the first transmission shaft 20 to the second transmission shaft 30.

[0039] It should be noted that the engagement and disengagement process of the coupling gear sleeves 100 on the second gear train 60 and the fifth gear train 90 is the same as that of the fourth gear train 80 and will not be described in detail here.

[0040] Furthermore, in the electric drive axle transmission provided in the embodiment of the present invention, a power take-off 110 is also integrated on the input shaft 10 to obtain power from the input shaft 10 and output the power to an external working device, such as a lifting pump and other peripheral structures through gears, etc., to provide power for the movement of the peripheral structures.

[0041] It should be noted that, for ease of description, only the parts related to the relevant utility model are shown in the drawings. In the absence of conflict, the embodiments of the utility model and the features in the embodiments can be combined with each other.

[0042] As used in this utility model and the claims, unless the context clearly indicates an exception, the terms "a," "an," "an," and / or "the" do not specifically refer to the singular and may include the plural. Generally speaking, the terms "comprise" and "include" only indicate the inclusion of the steps and elements specifically identified, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements. The phrase "comprises a..." does not preclude the presence of other identical elements in the process, method, product, or device that includes the elements.

[0043] In the following, the terms "first," "second," "third," etc. are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features.

[0044] The above description is merely an illustration of preferred embodiments of the present invention and the technical principles employed, and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. The scope of the present invention is not limited to technical solutions formed by a specific combination of the aforementioned technical features. It also encompasses other technical solutions formed by any combination of the aforementioned technical features or their equivalents, without departing from the scope of the present invention. For example, a technical solution formed by replacing the aforementioned features with (but not limited to) technical features having similar functions disclosed in this invention.

Claims

1. An electric drive axle gearbox, characterized in that: The invention comprises an input shaft, a first transmission shaft, a second transmission shaft and a differential assembly arranged at intervals. The input shaft is driven by a motor and is connected to the first transmission shaft through a first gear train, and is connected to the second transmission shaft through a second gear train; the second transmission shaft is connected to the differential assembly through a third gear train; the first transmission shaft and the second transmission shaft are connected through two sets of gear trains, a fourth gear train and a fifth gear train, which are arranged at intervals, and a coupling gear sleeve for adjusting the coupling state of the corresponding gear train is respectively provided on the second gear train, the fourth gear train and the fifth gear train.

2. The electric drive axle transmission according to claim 1, characterized in that: Including a first gear transmission, when the electric drive axle transmission is in the first gear transmission state, the coupling gear sleeve at the fourth gear train position is in a coupled state, and the coupling gear sleeves at the second gear train position and the fifth gear train position are both in an asynchronously separated state.

3. The electric drive axle transmission according to claim 2, characterized in that: It also includes a second-gear transmission. When the electric drive axle transmission is in the second-gear transmission state, the coupling gear sleeve at the fifth gear train position is in a coupled state, and the coupling gear sleeves at the second gear train position and the fourth gear train position are both in an asynchronously separated state.

4. The electric drive axle transmission according to claim 3, characterized in that: It also includes a three-speed transmission. When the electric drive axle transmission is in the third-speed transmission state, the coupling gear sleeve at the second gear train position is in a coupled state, and the coupling gear sleeves at the fourth gear train position and the fifth gear train position are both in an asynchronously separated state.

5. The electric drive axle transmission according to claim 4, characterized in that: The speed ratio of the first gear transmission is greater than the speed ratio of the second gear transmission, and the speed ratio of the second gear transmission is greater than the speed ratio of the third gear transmission.

6. The electric drive axle transmission according to claim 1, characterized in that: The second gear train and the fifth gear train share a common coupling gear sleeve, which is disposed between the second gear train and the fifth gear train and achieves coupling of the second gear train or the fifth gear train through axial movement.

7. The electric drive axle transmission according to claim 1, characterized in that: The first gear train, the second gear train, the third gear train, the fourth gear train, and the fifth gear train each include two meshing gears.

8. The electric drive axle transmission according to claim 1, characterized in that: Each gear train is in a rotating state during the transmission process.

9. The electric drive axle transmission according to claim 1, characterized in that: The fourth gear train includes a first gear and a second gear that are meshed together. The first gear is arranged on the outer wall of the first transmission shaft, and the second gear is arranged on the outer wall of the second transmission shaft. A gear hub is fixedly provided on one side of the second gear, and the inner side of the combined gear sleeve is splined to the outer side of the gear hub.

10. The electric drive axle transmission according to any one of claims 1 to 9, characterized in that: A power take-off is integrated on the input shaft.

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