New energy light truck two-gear electric drive axle

Abstract

The utility model relates to a new energy light truck second-gear electric drive axle, a speed reducer is a second-gear AMT speed reducer, the speed reducer comprises an input first-shaft assembly, a second-shaft assembly and a speed reducer shell, the input first-shaft assembly and the second-shaft assembly are respectively arranged in the speed reducer shell, the input first-shaft assembly is connected with a motor, the second-shaft assembly is connected with the input first-shaft assembly, and the speed reducer shell is connected with the motor. The two-shaft assembly is connected with the differential mechanism; the first input shaft assembly comprises an input shaft, driving teeth of two gears and a gear shifting sliding sleeve. The two-shaft assembly comprises two-gear driven teeth, a second-stage driving gear shaft and a second-stage driving bevel gear. Motor power is input from the input shaft of the speed reducer, is subjected to two-stage speed reduction, and is transmitted to the left half shaft and the right half shaft from the differential mechanism to wheel ends on two sides of the drive axle. The reduction gearbox is of a two-stage reduction structure, a gear shifting mechanism is concentrated on the input shaft, the structure is compact, the axial occupied space is small, whole vehicle chassis arrangement is convenient, and the transmission efficiency is high.

Description

TECHNICAL FIELD

[0001] The utility model relates to an electric drive axle, in particular to a new energy light truck 2 gear electric drive axle. BACKGROUND

[0002] In the face of increasingly stringent automobile emission regulations and under the driving of various new energy policies, the process of new energy commercial vehicle is rapidly advancing, and more and more automobile manufacturers are focusing on the distribution of new energy pure electric commercial vehicle products.

[0003] There are three types of powertrain arrangement schemes for pure electric light commercial vehicles in the current market: 1) central motor direct drive scheme, the advantages of this scheme mainly lie in that it can be developed on the platform of traditional fuel vehicles, the cycle is short, the manufacturing cost is equivalent to that of traditional vehicles, but the disadvantages are also obvious, for light commercial vehicles, the chassis arrangement space requirement is large, which is not conducive to the arrangement of power battery pack. Its power transmission chain is motor + reducer → transmission shaft → traditional drive axle → wheel; 2) coaxial integrated electric drive axle scheme, the advantages of this scheme mainly lie in that it has reached a very high level of integration, releasing a lot of arrangement space of the vehicle chassis, and the disadvantages lie in that the design, process and manufacturing costs are high. Its power system usually adopts a hollow shaft motor matched with a planetary gear reducer mechanism to transmit power to the wheel; 3) parallel shaft integrated electric drive axle scheme, the main advantage of this scheme lies in that it can be developed on the platform of traditional drive axle, effectively utilizing the rigid axle housing, half shaft and other related resources, the early manufacturing cost investment is low, the technology is easy to implement, compared with the central direct drive and coaxial electric drive axle schemes, it has achieved a comprehensive balance in cost and integration, and has a high cost performance, so it is a kind of arrangement scheme commonly used for pure electric light commercial vehicle powertrain. The characteristic of this scheme is that the motor is integrated as a subcomponent of the electric drive axle, and is arranged in parallel with the output half shaft of the drive axle, and its power transmission route is motor → reducer → half shaft → wheel.

[0004] At present, the electric drive axle products of pure electric light commercial vehicles generally adopt single-gear fixed-speed-ratio reducers, which are simple in structure and low in cost, but cannot effectively utilize the high-efficiency working area of the motor, the use efficiency is low, it is difficult to balance the demand of the vehicle for maximum speed and maximum climbing degree, and cannot meet the use environment of multiple working conditions, so the vehicle has a small cruising range, and cannot balance the power performance and economy of the vehicle. Considering the optimization of matching motor characteristics and the improvement of the power and economy of pure electric vehicles, the powertrain system with 2-gear reducer box is the development trend and direction at present. UTILITY MODEL CONTENTS

[0005] The technical problem to be solved by the utility model is to provide a new energy light truck 2-gear electric drive axle, and to improve the power and economy of pure electric vehicles.

[0006] The technical scheme for solving the above technical problems is: a new energy light truck 2-gear electric drive axle, comprising a motor, a reducer, a differential, an axle housing and a half shaft, the reducer is a 2-gear AMT reducer, the reducer comprises an input shaft assembly, a second shaft assembly and a reducer housing, the input shaft assembly and the second shaft assembly are arranged in the reducer housing, the input shaft assembly is a shift shaft assembly, the input shaft assembly is connected with the motor, the second shaft assembly is connected with the input shaft assembly, and the second shaft assembly is connected with the differential; the input shaft assembly and the second shaft assembly are connected through cylindrical gear meshing transmission for deceleration, and the transmission between the input shaft assembly and the second shaft assembly forms first-stage deceleration; the transmission between the second shaft assembly and the differential forms second-stage deceleration.

[0007] The further technical scheme of the utility model is: the input shaft assembly comprises an input shaft, two gear drive gears and a shift sleeve, the input shaft is connected with the motor, the two gear drive gears and the shift sleeve are arranged on the input shaft, the shift sleeve can be connected with the corresponding gear drive gear for gear shifting, the second shaft assembly comprises two passive gears, a second gear drive gear shaft and a second gear drive helical gear, the two passive gears and the second gear drive helical gear are arranged on the second gear drive gear shaft, the two passive gears are connected with the corresponding gear drive gears, and the second gear drive helical gear is connected with the differential; the motor power is input from the reducer input shaft, is transmitted to the left and right half shafts from the differential through two-stage deceleration, and drives the wheels on both sides of the axle.

[0008] The further technical scheme of the utility model is: the two gear drive gears comprise a first gear drive gear and a second gear drive gear, the first gear drive gear and the second gear drive gear are respectively sleeved on the input shaft, the input shaft is provided with external splines connected with the shift sleeve, and the shift sleeve is sleeved on the external splines and connected with the external splines.

[0009] The shift sleeve is connected with the corresponding gear drive gears through a shift connecting hub, the shift connecting hub comprises a first shift connecting hub and a second shift connecting hub, the first shift connecting hub and the second shift connecting hub are respectively sleeved on the input shaft, the first shift connecting hub is fixedly connected with the first gear drive gear, and the second shift connecting hub is fixedly connected with the second gear drive gear.

[0010] The two passive gears comprise a first passive gear and a second passive gear, the first passive gear and the second passive gear are respectively fixedly arranged on the second gear drive gear shaft, the first passive gear is meshed with the first gear drive gear, and the second passive gear is meshed with the second gear drive gear.

[0011] The differential is provided with a second passive gear, the second passive gear is meshed with the second gear drive helical gear, the passive gear of the gear is in a constant meshing state with the gear drive gear, and the first-stage deceleration is formed; the second passive gear is meshed with the second gear drive helical gear on the second gear drive gear shaft to form the second-stage deceleration.

[0012] With the technical scheme, the new energy light truck 2-gear electric drive axle has the following beneficial effects:

[0013] 1. At present, the sales of pure electric light commercial vehicles gradually increase, and the terminal customers have more and more urgent demand for long endurance, low energy consumption and large torque. At present, most of the pure electric light commercial vehicles in the market adopt single-gear fixed speed ratio for electric drive axle, and the low-speed starting acceleration, high-speed and climbing degree cannot be compatible, the high-efficiency working area of the motor cannot be effectively utilized, and the power performance and economy of the vehicle cannot be considered. The utility model relates to a new energy light truck 2-gear electric drive axle, and the 2-gear reducer can make the motor working area be in the high-efficiency area, has higher vehicle speed and acceleration capacity, climbing capacity, utilizes the speed ratio adjustment, adapts to more working conditions, and improves the vehicle endurance mileage. Meanwhile, the 2-gear AMT electric drive axle reducer box characterized by the utility model adopts two-stage cylindrical gear reduction scheme, and the gear shifting mechanism assembly is arranged on a shaft, so that a high integration level is achieved, and the two-stage reduction scheme has smaller transmission loss, which is beneficial to reducing the energy consumption of the whole vehicle.

[0014] 2. The utility model discloses a new energy light truck 2-gear electric drive axle structure, through parallel shaft integrated structure, the reducer adopts two-stage cylindrical gear reduction, transmission efficiency is higher because of less transmission series, input shaft is gear shifting shaft, axial space arrangement is compact, the size of the envelope of the reduction box shell occupies small axial space, is favorable to the whole vehicle chassis space arrangement, and can effectively reduce the power assembly weight and cost, through the external TCU automatic control gear shifting actuator, without increasing the clutch to cut off the power, when gear shifting, TCU controls to be out of gear - synchronous speed regulation - gear, the cost is more advantageous, and the structure arrangement is more simple and compact.

[0015] 3. The reducer adopts the electric control mechanical type 2-gear AMT electric drive axle structure, relies on the gear shifting actuator and the sliding sleeve, realizes low-speed high-torque and high-speed two-gear power output, considers the torque and speed demand when the vehicle starts, can improve the motor utilization efficiency, makes the motor work in the high-efficiency area, provides good whole vehicle dynamic performance, improves endurance mileage and the like effects. The gear shifting mechanism is integrated on the input shaft, realizes compact structure, high integration degree, small occupied space, and is favorable to the whole vehicle chassis arrangement space.

[0016] 4. Two-gear variable speed meets more working conditions, utilizes the speed ratio adjustment, is favorable to the motor working in the high-efficiency area, maximizes the utilization of motor efficiency and reduces energy consumption, so that the vehicle is compatible with low-speed starting acceleration, large climbing degree and high-speed working condition. The reduction box is a two-stage reduction structure, the gear shifting mechanism is concentrated on the input shaft, the structure is compact, the axial occupied space is small, the whole vehicle chassis is arranged, and the transmission efficiency is high.

[0017] In the following, the technical features of the new energy light truck 2-gear electric drive axle of the utility model are further explained in combination with the drawings and specific embodiments in the specification. Attached Figure Description

[0018] Figure 1 : A schematic diagram of the structure of a two-speed electric drive axle for a new energy light truck.

[0019] Figure 2 : Schematic diagram of the power transmission route in 1st gear (thick line).

[0020] Figure 3 : Schematic diagram of the power transmission route in 2nd gear (thick line).

[0021] In the above figures, the reference numerals are explained as follows:

[0022] 201-Motor, 202-First bearing, 203-Input shaft, 204-Second gear drive gear, 205-Second gear engagement hub, 206-Shift sleeve, 207-First gear engagement hub, 208-First gear drive gear, 209-Second bearing, 210-First gear driven gear, 211-Second gear drive shaft, 212-Third bearing, 213-Left half shaft, 214-Fifth bearing, 215-Second gear driven gear, 216-Planetary spherical differential, 217-Sixth bearing, 218-Second gear driven gear, 219-Fourth bearing, 220-Right half shaft. Detailed Implementation

[0023] A new energy light truck 2-speed electric drive axle includes a motor, a reducer, a differential, an axle housing, and half-shafts. The motor, reducer, differential, and half-shafts are respectively mounted on the axle housing. The reducer is a 2-speed AMT reducer, which includes an input shaft assembly, a second shaft assembly, and a reducer housing. The input shaft assembly and the second shaft assembly are respectively housed within the reducer housing. The input shaft assembly is connected to the motor, the second shaft assembly is connected to the input shaft assembly, and the second shaft assembly is connected to the differential. The input shaft assembly is a shift shaft assembly. The reduction speed is transmitted between the input shaft assembly and the second shaft assembly through the meshing of cylindrical gears. The transmission between the input shaft assembly and the second shaft assembly forms the first stage of reduction speed. The transmission between the second shaft assembly and the differential forms the second stage of reduction speed.

[0024] The input shaft assembly comprises an input shaft, two driving gears of two gears and a shift sleeve, the input shaft is connected with the motor, the two driving gears of two gears and the shift sleeve are arranged on the input shaft, the shift sleeve can be connected with the corresponding driving gear of two gears to shift gears; the two-axis assembly comprises two driven gears of two gears, a secondary driving gear shaft and a secondary driving bevel gear, the two driven gears of two gears and the secondary driving bevel gear are arranged on the secondary driving gear shaft, the two driven gears of two gears are connected with the corresponding driving gear of two gears, and the secondary driving bevel gear is connected with the differential; the motor power is input from the reducer input shaft, is transmitted from the differential to the left and right half shafts through two-stage reduction, and is transmitted to the wheel ends on both sides of the drive axle. The TCU outside the reducer sends instructions to automatically control the shift motor to perform actions, and the shift yoke drives the shift sleeve to displace axially and engage, so as to connect the input shaft with the first driven gear or the second driven gear and transmit the motor power.

[0025] The two driving gears of two gears comprise a first driving gear and a second driving gear, the first driving gear and the second driving gear are respectively sleeved on the input shaft, the input shaft 203 is provided with an external spline connected with the shift sleeve, the shift sleeve is sleeved on the external spline and connected with the external spline, the shift sleeve can move along the external spline, and the first driving gear and the second driving gear are located on both sides of the shift sleeve. The shift sleeve is connected with the corresponding driving gear of two gears through a shift combination gear hub, the shift combination gear hub comprises a first combination gear hub 207 and a second combination gear hub 205, the first combination gear hub 207 and the second combination gear hub 205 are respectively sleeved on the input shaft, the first combination gear hub 207 is fixedly connected with the first driving gear, the second combination gear hub 205 is fixedly connected with the second driving gear, the first combination gear hub 207 and the second combination gear hub 205 are located on both sides of the shift sleeve, the shift sleeve can move left and right along the input shaft and be connected with the first combination gear hub 207 and the second combination gear hub 205 on the two sides. The two driven gears of two gears comprise a first driven gear and a second driven gear, the first driven gear and the second driven gear are fixedly arranged on the secondary driving gear shaft, the first driven gear is engaged with the first driving gear, and the second driven gear is engaged with the second driving gear. The differential is provided with a secondary driven gear, and the secondary driven gear is engaged with the secondary driving bevel gear.

[0026] Specifically, referring to the drawings, a 2-gear AMT electric drive axle structure, the electric drive axle assembly includes a motor 201, a 2-gear reducer, an axle housing and a half shaft wheel end. The input shaft assembly of the 2-gear reducer includes: a first bearing 202, an input shaft 203, a two-gear driving gear 204, a two-gear combination gear hub 205, a shift sleeve 206, a one-gear combination gear hub 207, a one-gear driving gear 208 and a second bearing 209. The two-gear driving gear 204, the two-gear combination gear hub 205, the shift sleeve 206, the one-gear combination gear hub 207 and the one-gear driving gear 208 are arranged on the input shaft respectively. The input shaft 203 is connected with the motor, and the input shaft 203 is arranged in the reducer axle housing through the first bearing 202 and the second bearing 209. The one-gear combination gear hub 207 and the two-gear combination gear hub 205 are fixedly connected with the one-gear driving gear 208 and the two-gear driving gear 204 corresponding to the gear positions respectively. The one-gear driving gear 208 and the two-gear driving gear 204 are both sleeved on the input shaft 203. The one-gear combination gear hub 207, the two-gear combination gear hub 205 and the input shaft 203 are respectively provided with external splines corresponding to the shift sleeve 206. The shift sleeve 206 is provided with internal splines. The external splines can be connected with the internal splines of the shift sleeve 206, and the 1-gear to 2-gear state switching of the reduction gearbox is formed by the axial sliding engagement of the shift sleeve 206 on the input shaft.

[0027] The two-shaft assembly of the reducer includes: a one-gear driven gear 210, a two-stage driving gear shaft 211, a third bearing 212, a two-gear driven gear 218 and a fourth bearing 219. The two-stage driving gear shaft 211 is provided with a two-stage driving helical gear. The one-gear driven gear 210 and the two-gear driven gear 218 are arranged on the two-stage driving gear shaft 211. The two-stage driving gear shaft 211 is arranged in the reducer housing through the third bearing 212 and the fourth bearing 219. The one-gear driven gear 210 and the two-gear driven gear 218 are fixedly connected with the two-stage driving gear shaft respectively. The one-gear driven gear 210 and the two-gear driven gear 218 are in constant engagement state with the one-gear driving gear 208 and the two-gear driving gear 204 corresponding to the gear positions respectively, thereby forming the first-stage reduction.

[0028] The differential assembly includes: a fifth bearing 214, a two-stage driven gear 215, a planetary spherical differential 216 and a sixth bearing 217. The two-stage driven gear 215 is fixedly connected with the planetary spherical differential 216, and the two-stage driven gear 215 is engaged with the two-stage driving helical gear on the two-stage driving gear shaft 211 to form the second-stage reduction. The planetary spherical differential 216 is connected with the left half shaft 213 and the right half shaft 220 respectively to perform the final power transmission and differential distribution.

[0029] As Figure 2As shown in Fig. 1, the power transmission route of the first gear is shown. The shift sleeve 206 is sleeved on the outer spline of the input shaft 203 through the inner spline sleeve. When the vehicle is controlled by the external VCU and TCU, the shift motor drives the shift fork to drive the shift sleeve 206 to slide to the first gear (left side), so that the input shaft 203 is connected with the first driving gear 208, and the power is transmitted: motor→input shaft→first driving gear→first driven gear→second driving gear→second driven gear→differential→left and right half axle wheel end.

[0030] As shown in Fig. 1, the power transmission route of the first gear is shown. The shift sleeve 206 is sleeved on the outer spline of the input shaft 203 through the inner spline sleeve. When the vehicle is controlled by the external VCU and TCU, the shift motor drives the shift fork to drive the shift sleeve 206 to slide to the first gear (left side), so that the input shaft 203 is connected with the first driving gear 208, and the power is transmitted: motor→input shaft→first driving gear→first driven gear→second driving gear→second driven gear→differential→left and right half axle wheel end. Figure 3 As shown in Fig. 2, the power transmission route of the second gear is shown. The shift sleeve 206 is sleeved on the outer spline of the input shaft 203 through the inner spline sleeve. When the vehicle is controlled by the external VCU and TCU, the shift motor drives the shift fork to drive the shift sleeve 206 to slide to the second gear (right side), so that the input shaft 203 is connected with the second driving gear 204, and the power is transmitted: motor→input shaft→second driving gear→second driven gear→second driving gear→second driven gear→differential→left and right half axle wheel end.

[0031] The total reduction ratio of the reducer is defined as i, and the speed ratios of the first-stage reduction and the second-stage reduction are i 11 / i2and i 12 / i2, then:

[0032] When the shift sleeve is connected with the first gear combination hub spline, the first driving gear 208 and the first driven gear 210 are engaged, the first gear is output, and the reduction ratio i is i 11 ×i2.

[0033] When the shift sleeve is connected with the second gear combination hub spline, the second driving gear 204 and the second driven gear 218 are engaged, the second gear is output, and the reduction ratio i is i 12 ×i2.

Claims

1. A new energy light truck 2-gear electric drive axle, comprising a motor, a reducer, a differential, an axle housing and a half shaft, characterized in that: The reducer is a 2-gear AMT reducer, which comprises an input shaft assembly, a second shaft assembly and a reducer shell, the input shaft assembly and the second shaft assembly are arranged in the reducer shell, the input shaft assembly is a shift shaft assembly, the input shaft assembly is connected with the motor, the second shaft assembly is connected with the input shaft assembly, and the second shaft assembly is connected with the differential.

2. The new energy light truck 2-gear electric drive axle according to claim 1, characterized in that: The input shaft assembly comprises an input shaft, two gear teeth and a shift sleeve, the input shaft is connected with the motor, the two gear teeth are arranged on the input shaft, and the shift sleeve is connected with the corresponding gear teeth for gear shifting.

3. The new energy light truck 2-gear electric drive axle according to claim 2, characterized in that: The second shaft assembly comprises two passive gear teeth, a second driving gear shaft and a second driving bevel gear, the two passive gear teeth and the second driving bevel gear are arranged on the second driving gear shaft, the two passive gear teeth are connected with the corresponding gear teeth, and the second driving bevel gear is connected with the differential.

4. The new energy light truck 2-gear electric drive axle according to claim 2 or 3, characterized in that: The two gear teeth comprise a first gear tooth and a second gear tooth, the first gear tooth and the second gear tooth are arranged on the input shaft, the input shaft is provided with an external spline connected with the shift sleeve, and the shift sleeve is arranged on the external spline.

5. The new energy light truck 2-gear electric drive axle according to claim 4, characterized in that: The shift sleeve is connected with the corresponding gear teeth through a shift connecting gear hub, the shift connecting gear hub comprises a first shift connecting gear hub and a second shift connecting gear hub, the first shift connecting gear hub and the second shift connecting gear hub are arranged on the input shaft, the first shift connecting gear hub is fixedly connected with the first gear tooth, and the second shift connecting gear hub is fixedly connected with the second gear tooth.

6. The new energy light truck 2-gear electric drive axle according to claim 4, characterized in that: The two passive gear teeth comprise a first passive gear tooth and a second passive gear tooth, the first passive gear tooth and the second passive gear tooth are fixedly arranged on the second driving gear shaft, the first passive gear tooth is meshed with the first gear tooth, and the second passive gear tooth is meshed with the second gear tooth.

7. The new energy light truck 2-gear electric drive axle according to claim 3, characterized in that: The differential is provided with a second passive gear, and the second passive gear is meshed with the second driving bevel gear.

8. The new energy light truck 2-gear electric drive axle according to claim 7, characterized in that: The passive gear tooth and the gear tooth are in a constant meshing state, and form the first-stage reduction; The second passive gear is meshed with the second driving bevel gear on the second driving gear shaft to form the second-stage reduction.

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