Dual-motor four-gear AMT (automated mechanical transmission) electric drive axle

Abstract

The utility model relates to a double-motor four-gear AMT electric drive axle, which comprises an axle housing assembly, a speed reducer assembly, a wheel side assembly and a half axle, the speed reducer assembly comprises a front speed reducer assembly and a rear speed reducer assembly, the front speed reducer assembly is provided with a motor I, the rear speed reducer assembly is provided with a motor II and a differential mechanism assembly, the differential mechanism assembly is connected with the half axle, and the axle housing assembly is connected with the axle housing assembly. The motor I and the motor II are respectively connected with the differential assembly through front and rear reducers, the front reducer assembly and the rear reducer assembly converge power to output torque and serve as power torque output wheel ends to drive a vehicle, the front reducer assembly is a fixed-speed-ratio reducer, and the rear reducer assembly is a three-gear AMT transmission assembly. A four-gear speed ratio can be formed through the front reducer assembly and the rear reducer assembly. The multi-gear transmission enables the motor to work in a high-efficiency area, has higher vehicle speed, acceleration capability and gradeability, and expands the high-efficiency area of the motor by utilizing speed ratio adjustment.

Description

TECHNICAL FIELD

[0001] The utility model relates to an electric drive axle, in particular to a double-motor 4-gear AMT electric drive axle. BACKGROUND

[0002] Driven by carbon peak, carbon neutralization, energy security and other factors, the energy revolution is promoted, and the construction of new energy revolution is accelerated. New energy power is the future development direction. New energy vehicle industry has been included in China's strategic emerging industry. It has the world's largest new vehicle market support, provides conditions and opportunities for competitive new energy vehicle industry. Under the double drive of policy and market, the new energy heavy truck market is very clear. In contrast to the obvious decline in sales of traditional fuel heavy trucks, developing new energy heavy trucks is the trend of the times. At present, most of the heavy new energy truck drive axles on the market adopt the form of motor + transmission shaft + drive axle, which occupies a large space volume of the chassis. Single-stage main reducer, narrow high-efficiency zone of motor, low energy utilization rate, fixed speed ratio reducer cannot meet the use environment of multiple working conditions, so that the vehicle has small endurance mileage and cannot balance the vehicle power and economy. CONTENT OF THE UTILITY MODEL

[0003] The technical problem to be solved by the utility model is to provide a double-motor 4-gear AMT electric drive axle, and the double-motor output can realize uninterrupted power shifting.

[0004] The technical scheme for solving the above technical problem is as follows: a double-motor 4-gear AMT electric drive axle, comprising an axle housing assembly, a reducer assembly, a wheel rim assembly and a half shaft, the wheel rim assembly comprises a hub, the hub is connected with the half shaft, the reducer assembly comprises a front-mounted reducer assembly and a rear-mounted reducer assembly, the front-mounted reducer assembly and the rear-mounted reducer assembly are respectively fixed on the axle housing assembly, the wheel rim assembly is tightly fixed on the axle housing assembly, and the half shaft is tightly fixed on the hub of the wheel rim assembly; the front-mounted reducer assembly is provided with a motor I, the rear-mounted reducer assembly is provided with a motor II and a differential assembly, the differential assembly is connected with the half shaft, the motor I and the motor II are respectively connected with the differential assembly through the front-mounted and rear-mounted reducers, the front-mounted reducer assembly and the rear-mounted reducer assembly are power converging output torque, and the front-mounted reducer assembly is a fixed speed ratio reducer, the rear-mounted reducer assembly is a 3-gear AMT reducer assembly, and 4 gears can be formed through the front-mounted reducer assembly and the rear-mounted reducer assembly.

[0005] The further technical scheme of the utility model is as follows: the front-mounted reducer assembly comprises an input gear shaft I, a gear pair assembly and a reducer housing I, the motor I, the input gear shaft I and the gear pair assembly are respectively integrated on the reducer housing I, the input gear shaft I is connected with the motor I, and the gear pair assembly is respectively connected with the input gear shaft I and the differential.

[0006] The gear pair assembly comprises a second-stage driving gear shaft I and a first-stage driven gear I, the first-stage driven gear I is arranged on the second-stage driving gear shaft I, an input gear I is arranged on the input gear shaft I, the first-stage driven gear I is engaged with the input gear I, the second-stage driving gear shaft I is provided with a second-stage driving gear I, and the second-stage driving gear I is connected with the differential.

[0007] The rear-mounted speed reducer assembly comprises an input gear shaft II, an input shaft gear II, a shift shaft assembly, an intermediate shaft assembly, a shift actuator assembly and a rear-mounted speed reducer housing, the motor II, the input gear shaft II, the input shaft gear II, the shift shaft assembly, the intermediate shaft assembly and the shift actuator assembly are integrated in the rear-mounted speed reducer housing, the input gear shaft II is connected with the motor II, the shift actuator assembly is arranged on the shift shaft assembly, the shift shaft assembly is connected with the input gear shaft II, and the intermediate shaft assembly is connected with the shift shaft assembly and the differential respectively.

[0008] The shift shaft assembly comprises a shift shaft, a first-stage driven gear II, a shift driving gear and a shift combination gear, the first-stage driven gear II, the shift driving gear and the shift combination gear are arranged on the shift shaft respectively; the intermediate shaft assembly comprises a third-stage driving gear and a shift driven gear, the shift driven gear is fixed on the third-stage driving gear; the shift driven gear is connected with the shift driving gear of the corresponding gear position, and the third-stage driving gear is connected with the differential through a third-stage driven gear.

[0009] The shift driving gear comprises a second-stage first-gear driving gear, a second-stage second-gear driving gear and a second-stage third-gear driving gear shaft; the shift driven gear comprises a second-stage first-gear driven gear, a second-stage third-gear driven gear and a second-stage second-gear driven gear; the second-stage first-gear driven gear is engaged with the second-stage first-gear driving gear, the second-stage second-gear driven gear is engaged with the second-stage second-gear driving gear, and the second-stage third-gear driven gear is engaged with the second-stage third-gear driving gear shaft.

[0010] Due to the adoption of the above technical scheme, the double-motor 4-gear AMT electric drive axle has the following beneficial effects:

[0011] Nowadays, the sales of new energy heavy trucks gradually increase, and customers have more and more urgent demands for long endurance, low energy consumption and large torque. At present, most new energy heavy trucks in the market adopt the form of motor + transmission shaft + drive axle, and the single-stage speed reducer causes the motor to output in multiple speed sections, has a wide working range, and cannot be compatible with low-speed starting acceleration, high-speed and climbing degree. The efficient working area of the motor is limited, the energy consumption is large, and the vehicle power and economy cannot be considered. The utility model relates to a double-motor 4-gear AMT electric drive axle, and the multi-gear transmission makes the motor work in the high-efficiency area, has higher vehicle speed and acceleration capacity and climbing capacity, expands the high-efficiency area of the motor by speed ratio adjustment, reduces the working speed of the motor to adapt to more working conditions, and the vehicle is more energy-saving. In addition, the motor, the transmission and the controller are integrated, the vehicle structure is more compact, and the performance is more excellent.

[0012] The technical features of the double-motor 4-gear AMT electric drive axle will be further described below in combination with the drawings and specific embodiments of the utility model. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 A structural schematic view of a double-motor 4-gear AMT electric drive axle.

[0014] Figure 2 A power assembly module structural schematic view of a double-motor 4-gear AMT electric drive axle.

[0015] Figure 3 A 1-gear power transmission route schematic view of a rear-mounted speed reducer assembly.

[0016] Figure 4 A 2-gear power transmission route schematic view of a rear-mounted speed reducer assembly.

[0017] Figure 5 A 3-gear power transmission route schematic view of a rear-mounted speed reducer assembly.

[0018] Figure 6 A power transmission route schematic view of a front-mounted speed reducer assembly and a rear-mounted speed reducer assembly.

[0019] In the above drawings, the following designations are used:

[0020] 1-bridge housing assembly, 2-front-mounted speed reducer assembly, 3-rear-mounted speed reducer assembly, 4-wheel assembly, 5-half shaft, 201-motor I, 202-input gear shaft I, 203-bearing I, 204-bearing II, 205-second-stage driving gear shaft I, 206-first-stage driven wheel I, 207-bearing III, 301-motor II, 302-input gear shaft II, 303-bearing IV, 304-bearing V, 305-first-stage driven wheel II, 306-second-stage two-gear driving wheel, 307-second-stage three-gear driving wheel shaft, 308-two-gear combination gear, 309-three-gear combination gear, 310-outer spline, 311-sleeve, 312-one-gear combination gear, 313-shifting shaft, 314-second-stage one-gear driving wheel, 315-second-stage one-gear driven wheel, 316-bearing VI, 317-third-stage driving wheel, 318-third-stage driven wheel, 319-second-stage three-gear driven wheel, 320-second-stage two-gear driven wheel, 321-bearing VII, 322-differential assembly, 323-first differential bearing, 324-second differential bearing. DETAILED DESCRIPTION

[0021] A double-motor 4-gear AMT electric drive axle comprises a motor, an axle housing assembly 1, a reducer assembly, a wheel rim assembly 4, a gear shifting mechanism, a differential assembly and a half shaft 5, wherein the differential assembly comprises a differential. The motor comprises a motor I 201 and a motor II, the reducer assembly comprises a front-mounted reducer assembly 2 and a rear-mounted reducer assembly 3, the differential is arranged on the axle housing assembly 1, the motor I is integrated on the front-mounted reducer assembly, the motor II is integrated on the rear-mounted reducer assembly, the front-mounted reducer assembly and the rear-mounted reducer assembly are respectively fastened on the axle housing assembly by flange face hexagonal head bolts and are respectively connected with the differential. The wheel rim assembly is fastened on the axle tube end of the axle housing assembly by a shaft head nut, and the half shaft is fastened on the wheel hub of the wheel rim assembly by a bolt. The front-mounted reducer assembly is a fixed-ratio reducer, the rear-mounted reducer assembly is a 3-gear AMT transmission assembly, the front-mounted reducer assembly 2 and the rear-mounted reducer assembly 3 output torque through the large passive gear to converge, as a power torque output wheel end to drive the vehicle, the double-motor output can realize uninterrupted shifting power, and the front-mounted reducer assembly 2 and the rear-mounted reducer assembly 3 can form 4 gears. The mechanical gear shifting mechanism is used to shift gears by using a drive-by-wire gear shifter. The reducer and gear pair subassembly modularization reduces the total assembly parts and assembly cycle, improves the assembly precision, improves the product quality and reduces the maintenance cost.

[0022] The front-mounted reducer assembly comprises a motor I 201, an input gear shaft I 202, a bearing I 203, a bearing II 204, a gear pair assembly, a bearing III 207 and a reducer housing I, the motor I 201, the input gear shaft I 202 and the gear pair assembly are respectively integrated on the reducer housing I, the input gear shaft I 202 is connected with the motor I 201, and the gear pair assembly is respectively connected with the input gear shaft I 202 and the differential. Specifically, the motor I stator is integrated in the front-mounted reducer shell (the reducer housing I), the input gear shaft I 202 is press-fitted on the motor I stator to form a motor gear shaft, the motor I gear shaft is positioned on the front-mounted reducer shell through the bearing I 203, and then the gear pair assembly is installed on the front-mounted reducer shell to form the front-mounted reducer assembly. The bearing II 204 and the bearing III 207 are press-fitted on the two-stage driving gear shaft I, and the two-stage driving gear shaft I is positioned on the front-mounted reducer shell through the bearing II 204 and the bearing III 207. The gear pair assembly comprises a two-stage driving gear shaft I 205 and a first-stage driven gear I 206, the first-stage driven gear I 206 is arranged on the two-stage driving gear shaft I 205, the first-stage driven gear I 206 is press-fitted on the two-stage driving gear shaft I 205, the input gear shaft I 202 is provided with an input gear I, the first-stage driven gear I 206 is engaged with the input gear I, and the two-stage driving gear shaft I 205 is provided with a two-stage driving gear I, and the two-stage driving gear I is connected with the differential.

[0023] The rear-mounted reducer assembly 3 can be an existing three-gear electric drive axle. The rear-mounted reducer assembly includes a motor II 301, an input gear shaft II 302, an input shaft gear II, a shift shaft assembly, an intermediate shaft assembly, a shift actuator assembly, and a rear-mounted reducer housing. The motor II, the input gear shaft II 302, the input shaft gear II, the shift shaft assembly, the intermediate shaft assembly, and the shift actuator assembly are integrated in the rear-mounted reducer housing. The input gear shaft II 302 is connected to the motor II. The shift actuator assembly is arranged on the shift shaft assembly. The shift shaft assembly is connected to the input gear shaft II. The intermediate shaft assembly is connected to the shift shaft assembly and the differential respectively. The shift shaft assembly includes a shift shaft 313, a first passive wheel II 305, a shift driving wheel, and a shift combination wheel. The first passive wheel II 305, the shift driving wheel, and the shift combination wheel are arranged on the shift shaft 313 respectively. The first passive wheel II 305 is fixed on the shift shaft 313. The shift driving wheel and the shift combination wheel are respectively sleeved on the shift shaft 313.

[0024] The shift driving wheel includes a second one-gear driving wheel 314, a second two-gear driving wheel 306, and a second three-gear driving wheel shaft 307. The shift combination wheel includes a one-gear combination tooth 312, a two-gear combination tooth 308, and a three-gear combination tooth 309. The shift actuator assembly includes a pull fork and a sliding sleeve. The motor II rotor is integrated in the rear-mounted reducer housing. The input gear shaft II 302 is press-fitted on the motor II stator to form a motor gear shaft, and then positioned in the rear-mounted reducer housing through bearing IV 303. The one-gear combination tooth 312 is press-fitted into the second one-gear driving wheel 314, the three-gear combination tooth 309 is press-fitted into the second three-gear driving wheel, the two-gear combination tooth 308 is press-fitted into the second two-gear driving wheel, and then the second three-gear driving wheel 307 is press-fitted into the second two-gear driving wheel 306. From left to right, the second one-gear driving wheel 314, the sliding sleeve 311, the second two-gear driving wheel, the second three-gear driving wheel, the first passive wheel 305 are loaded on the shift shaft 313. Finally, the bearing V 304 is press-fitted into the shift shaft at both ends to form the shift shaft assembly.

[0025] The shift passive wheel includes a second one-gear passive wheel 315, a second three-gear passive wheel 319, and a second two-gear passive wheel 320. The second one-gear passive wheel 315, the second three-gear passive wheel 319, and the second two-gear passive wheel 320 are press-fitted into the second three-gear driving wheel 307 with interference. Then, the bearing VI 316 and the bearing VII 321 are press-fitted into the second three-gear driving wheel 307 to form the intermediate shaft assembly. The second three-gear driving wheel 307 can be a gear-equipped intermediate shaft.

[0026] The third level passive wheel 318 is bolted to the differential assembly 322, and the first differential bearing 323 and the second differential bearing 324 are press-fitted into the differential assembly bearing position, and the above sub-assemblies (shift shaft assembly and intermediate shaft assembly, etc.) are installed in the reducer housing to form the rear-mounted reducer assembly.

[0027] Specifically, the shift driving wheel includes a second level one shift driving wheel 314, a second level two shift driving wheel 306, and a second level three shift driving wheel shaft 307, which are respectively sleeved on the shift shaft 313. The shift coupling gear includes a one shift coupling gear 312, a two shift coupling gear 308, and a three shift coupling gear 309, which are respectively sleeved on the shift shaft 313. The one shift coupling gear 312 is fixedly connected with the second level one shift driving wheel 314, the two shift coupling gear 308 is fixedly connected with the second level two shift driving wheel, and the three shift coupling gear 309 is fixedly connected with the second level three shift driving wheel. The second level three shift driving wheel 307 is sleeved on the second level two shift driving wheel 306. The shift actuator assembly includes a pull fork and a slide sleeve 311, which is connected to the shift shaft 313 through the spline and can slide along the shift shaft 313. The slide sleeve 311 is connected with the corresponding coupling gear and can be connected with the corresponding gear position for shifting.

[0028] The shift actuator assembly includes a pull fork and a slide sleeve 311, which is provided with inner splines at the left and right ends, and the shift shaft 313 is provided with outer splines matched with the slide sleeve. The slide sleeve 311 is sleeved on the outer splines of the shift shaft 313 and can slide along the shift shaft 313. The slide sleeve 311 is connected with the pull fork, and the pull fork slides the slide sleeve to connect to the corresponding gear for shifting.

[0029] The shift passive wheel includes a second level one shift passive wheel 315, a second level three shift passive wheel 319, and a second level two shift passive wheel 320, which are fixed on the intermediate shaft. The second level one shift passive wheel 315 is engaged with the second level one shift driving wheel 314, the second level two shift passive wheel 320 is engaged with the second level two shift driving wheel 306, and the second level three shift passive wheel 319 is engaged with the second level three shift driving wheel shaft 307. The third level driving wheel 317 and the second level driving gear shaft I 205 are respectively connected with the differential through the third level passive wheel 318.

[0030] Referring to the power transmission route map, 1st gear, 2nd gear and 3rd gear can be realized through the rear reduction gear assembly 3, at this time the front reduction gear assembly can be in neutral state; when the rear reduction gear assembly 3 is in 1st gear, the front reduction gear assembly can be in the state of being engaged, so as to realize the gear state of the power confluence output torque of the front reduction gear assembly 2 and the rear reduction gear assembly 3; or, when the front reduction gear assembly can be in the state of being engaged, the rear reduction gear assembly can be in neutral state.

Claims

1. A dual-motor 4-gear AMT electric drive axle, comprising an axle housing assembly, a reducer assembly, a wheel-side assembly and a half shaft, the wheel-side assembly comprising a wheel hub, the wheel hub being connected with the half shaft, characterized in that: The reducer assembly comprises a front reducer assembly and a rear reducer assembly, the front reducer assembly and the rear reducer assembly are fixed on the axle housing assembly respectively, the wheel edge assembly is tightly fixed on the axle housing assembly, and the half shaft is tightly fixed on the wheel hub of the wheel edge assembly; the motor I is arranged on the front reducer assembly, the motor II and the differential assembly are arranged on the rear reducer assembly, the differential assembly is connected with the half shaft, the motor I and the motor II are connected with the differential assembly through the front and rear reducers respectively, the front reducer assembly and the rear reducer assembly converge power output torque, serve as the power torque output wheel end, drive the vehicle, the front reducer assembly is a fixed ratio reducer, the rear reducer assembly is a 3-gear AMT transmission assembly, and 4 gears can be formed through the front reducer assembly and the rear reducer assembly.

2. The dual-motor 4-gear AMT electric drive axle according to claim 1, characterized in that: The front reducer assembly comprises an input gear shaft I, a gear pair assembly and a reducer housing I, the motor I, the input gear shaft I and the gear pair assembly are integrated on the reducer housing I, the input gear shaft I is connected with the motor I, and the gear pair assembly is connected with the input gear shaft I and the differential respectively.

3. The dual-motor 4-gear AMT electric drive axle according to claim 2, characterized in that: The gear pair assembly comprises a two-stage driving gear shaft I and a one-stage driven wheel I, the one-stage driven wheel I is arranged on the two-stage driving gear shaft I, the input gear shaft I is provided with an input gear I, the one-stage driven wheel I is engaged with the input gear I, and the two-stage driving gear shaft I is provided with a two-stage driving gear I and connected with the differential.

4. The dual-motor 4-gear AMT electric drive axle according to claim 1, characterized in that: The rear reducer assembly comprises an input gear shaft II, an input shaft gear II, a shift shaft assembly, an intermediate shaft assembly, a shift actuator assembly and a rear reducer housing, the motor II, the input gear shaft II, the input shaft gear II, the shift shaft assembly, the intermediate shaft assembly and the shift actuator assembly are integrated on the rear reducer housing, the input gear shaft II is connected with the motor II, the shift actuator assembly is arranged on the shift shaft assembly, the shift shaft assembly is connected with the input gear shaft II, and the intermediate shaft assembly is connected with the shift shaft assembly and the differential respectively.

5. The dual-motor 4-gear AMT electric drive axle according to claim 4, characterized in that: The shift shaft assembly comprises a shift shaft, a one-stage driven wheel II, a shift driving wheel and a shift combination wheel, and the one-stage driven wheel II, the shift driving wheel and the shift combination wheel are arranged on the shift shaft respectively; the intermediate shaft assembly comprises a three-stage driving wheel and a shift driven wheel, the shift driven wheel is fixed on the three-stage driving wheel; the shift driven wheel is connected with the corresponding shift driving wheel, and the three-stage driving wheel is connected with the differential through a three-stage driven wheel.

6. The dual-motor 4-gear AMT electric drive axle according to claim 5, characterized in that: The shift driving wheel comprises a two-stage one-gear driving wheel, a two-stage two-gear driving wheel and a two-stage three-gear driving wheel shaft; the shift driven wheel comprises a two-stage one-gear driven wheel, a two-stage three-gear driven wheel and a two-stage two-gear driven wheel; the two-stage one-gear driven wheel is engaged with the two-stage one-gear driving wheel, the two-stage two-gear driven wheel is engaged with the two-stage two-gear driving wheel, and the two-stage three-gear driven wheel is engaged with the two-stage three-gear driving wheel shaft.

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