Split type two-stage speed reduction electric axle

Abstract

The utility model discloses a split type two-stage speed reduction electric axle which comprises a drive axle body, an axle body input shaft is arranged on the drive axle body, and a speed reduction structure is installed at one end of the axle body input shaft. The utility model relates to the technical field of electric vehicle axles, first-stage speed reduction and second-stage speed reduction are independently designed, and speed reduction parts, motors and drive axle bodies of all stages can be respectively maintained through disassembly of a first-stage input shaft and a driving end of a motor, disassembly of a first-stage output shaft and a second-stage input shaft and disassembly of a second-stage output shaft and an axle body input shaft. According to the two-stage speed reducer, the problem that a traditional two-stage speed reducer is large in size due to the fact that a single shell is adopted for containing all speed reduction components is solved, the overall disassembly requirement during maintenance is reduced, and therefore when a certain component needs to be maintained, the whole speed reducer does not need to be disassembled, the maintenance process is greatly simplified, operation complexity is reduced, and the maintenance cost is reduced. The maintenance time is effectively shortened, the cost is saved, and the maintenance convenience of the electric axle is improved.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle axle technology, specifically a split-type two-stage reduction electric vehicle axle. Background Technology

[0002] An electric vehicle axle, also known as an electric drive axle or electric drive bridge, is a key component in electric vehicles for power transmission and distribution. It integrates traditional axle components such as a motor, reducer, and differential, which work together to achieve the driving function of the electric vehicle. Patent CN108944391B discloses a lightweight electric drive axle assembly for vehicles, including a permanent magnet synchronous motor, an integral axle housing, and a braking system installed within the integral axle housing; it also includes a secondary reducer assembly installed between the permanent magnet synchronous motor and the braking system; the secondary reducer assembly includes an integral housing and a secondary reduction transmission component installed within the integral housing. In this patent document, the secondary reducer uses a single housing to house the entire secondary reduction component, resulting in a large secondary reducer size. When maintenance is required, the entire reducer needs to be disassembled, increasing the complexity and difficulty of maintenance, and extending maintenance time and costs.

[0003] While existing technologies may already offer solutions to the aforementioned problems, this case aims to provide an alternative or replacement technical solution. Utility Model Content

[0004] To solve the problems mentioned in the background art, the present invention is achieved through the following technical solution: a split two-stage reduction electric vehicle axle, including a drive axle body, an axle body input shaft is provided on the drive axle body, a reduction structure is installed at one end of the axle body input shaft, and a motor is installed on the reduction structure;

[0005] The reduction structure includes a primary reduction housing and a secondary reduction housing. A primary input shaft is movably inserted into the primary reduction housing and is connected to the drive end of the motor. A primary transmission gear is fixedly mounted on the primary input shaft. A primary output shaft is movably inserted into the primary reduction housing and located on one side of the primary input shaft. A primary speed reduction gear is fixedly mounted on the primary output shaft. The primary speed reduction gear meshes with the primary transmission gear. The size of the primary speed reduction gear is larger than the size of the primary transmission gear.

[0006] A secondary input shaft is movably inserted into the secondary reduction housing. The secondary input shaft is connected to the primary output shaft. A secondary transmission bevel gear is fixedly mounted on the secondary input shaft. A secondary output shaft is movably inserted into the secondary reduction housing. A secondary reduction bevel gear is fixedly mounted on one end of the secondary output shaft. The secondary reduction bevel gear meshes with the secondary transmission bevel gear. The other end of the secondary output shaft is connected to the bridge input shaft. The size of the secondary reduction bevel gear is larger than the size of the secondary transmission bevel gear.

[0007] Preferably, the primary input shaft is connected to the drive end of the motor via a flange.

[0008] Preferably, the secondary input shaft and the primary output shaft are connected to each other via a flange.

[0009] Preferably, the secondary output shaft and the bridge input shaft are connected to each other via a flange.

[0010] Preferably, a first bearing is provided between the first-stage reduction housing and both the first-stage input shaft and the first-stage output shaft.

[0011] Preferably, a second bearing is provided between the secondary reduction housing and both the secondary input shaft and the secondary output shaft.

[0012] Beneficial effects

[0013] This utility model provides a split-type two-stage reduction electric vehicle axle, which has the following advantages compared with the prior art: The first and second stage reductions are designed independently. By disassembling the first-stage input shaft from the motor drive end, the first-stage output shaft from the second-stage input shaft, and the second-stage output shaft from the axle body input shaft, the reduction components, motor, and drive axle body of each stage can be maintained separately. This avoids the problem of the large size caused by the traditional two-stage reducer using a single housing to house all reduction components, thus reducing the overall disassembly requirement during maintenance. Therefore, when maintenance is required on a certain component, it is not necessary to disassemble the entire reducer, greatly simplifying the maintenance process, reducing operational complexity, effectively shortening maintenance time, saving costs, and improving the ease of maintenance of the electric vehicle axle. Attached Figure Description

[0014] Figure 1 This is a three-dimensional structural schematic diagram of a split-type two-stage reduction electric vehicle axle according to the present invention.

[0015] Figure 2 This is a top sectional view of the structure of a split-type two-stage reduction electric vehicle axle according to the present invention.

[0016] In the diagram: 1. Drive axle body; 2. Axle input shaft; 3. Motor; 4. First-stage reduction housing; 5. Second-stage reduction housing; 6. First-stage input shaft; 7. First-stage transmission gear; 8. First-stage output shaft; 9. First-stage reduction gear; 10. Second-stage input shaft; 11. Second-stage transmission bevel gear; 12. Second-stage output shaft; 13. Second-stage reduction bevel gear; 14. First bearing; 15. Second bearing. Detailed Implementation

[0017] Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0018] Example: Please refer to Figure 1-2 To address the issue that the secondary reducer on an electric vehicle axle uses a single housing to house the entire secondary reducer component, resulting in a large secondary reducer size, and requiring complete disassembly for maintenance, thus increasing the complexity and difficulty of maintenance, and extending maintenance time and costs, this technical solution is designed. The detailed technical solution is as follows:

[0019] A split-type two-stage reduction electric vehicle axle includes a drive axle body 1, an axle body input shaft 2 is provided on the drive axle body 1, a reduction structure is installed at one end of the axle body input shaft 2, and a motor 3 is installed on the reduction structure.

[0020] It should be noted that when the motor 3 is working, its power is transmitted to the bridge input shaft 2 through the reduction structure, and the bridge input shaft 2 then transmits it to the drive axle body 1.

[0021] Specifically, the reduction structure includes a first-stage reduction housing 4 and a second-stage reduction housing 5. A first-stage input shaft 6 is movably inserted into the first-stage reduction housing 4. The first-stage input shaft 6 is connected to the drive end of the motor 3. A first-stage transmission gear 7 is fixedly mounted on the first-stage input shaft 6. A first-stage output shaft 8 is movably inserted into the first-stage reduction housing 4 and located on one side of the first-stage input shaft 6. A first-stage reduction gear 9 is fixedly mounted on the first-stage output shaft 8. The first-stage reduction gear 9 meshes with the first-stage transmission gear 7. The size of the first-stage reduction gear 9 is larger than the size of the first-stage transmission gear 7.

[0022] It should be noted that when motor 3 is working, the drive end of motor 3 rotates, and the first-stage input shaft 6 drives the first-stage transmission gear 7 to rotate. Under the mutual meshing of the first-stage reduction gear 9 and the first-stage transmission gear 7, the first-stage reduction gear 9 drives the first-stage output shaft 8 to rotate. Since the size of the first-stage reduction gear 9 is larger than the size of the first-stage transmission gear 7, the speed of the first-stage output shaft 8 is less than the speed of the first-stage input shaft 6, thus achieving first-stage speed reduction.

[0023] Specifically, a secondary input shaft 10 is movably inserted into the secondary reduction housing 5, and the secondary input shaft 10 is connected to the primary output shaft 8. A secondary transmission bevel gear 11 is fixedly mounted on the secondary input shaft 10. A secondary output shaft 12 is movably inserted into the secondary reduction housing 5. A secondary speed-reducing bevel gear 13 is fixedly mounted on one end of the secondary output shaft 12. The secondary speed-reducing bevel gear 13 meshes with the secondary transmission bevel gear 11. The other end of the secondary output shaft 12 is connected to the bridge input shaft 2. The size of the secondary speed-reducing bevel gear is larger than the size of the secondary transmission bevel gear.

[0024] It should be noted that when the primary input shaft 6 is connected to the secondary input shaft 10, the secondary input shaft 10 and the secondary transmission bevel gear on it rotate at the same speed as the secondary output shaft 12. Under the meshing of the secondary speed reduction bevel gear and the secondary transmission bevel gear, the secondary speed reduction bevel gear drives the secondary output shaft 12 to rotate. Since the size of the secondary speed reduction bevel gear is larger than that of the secondary transmission bevel gear, the rotational speed of the secondary output shaft 12 is less than that of the secondary input shaft 10, thus achieving secondary speed reduction.

[0025] By disassembling the first-stage input shaft 6 and the drive end of the motor 3, the first-stage output shaft 8 and the second-stage input shaft 10, and the second-stage output shaft 12 and the axle input shaft 2, the speed reduction components, motor 3, and drive axle body 1 of each stage can be maintained separately. This avoids the problem of the large size caused by the traditional two-stage reducer using a single housing to house all the reduction components, thus reducing the overall disassembly requirement during maintenance. Therefore, when a certain component needs maintenance, it is not necessary to disassemble the entire reducer, which greatly simplifies the maintenance process, reduces the complexity of operation, effectively shortens the maintenance time and saves costs, and improves the convenience of electric vehicle axle maintenance.

[0026] Preferably, the primary input shaft 6 and the drive end of the motor 3 are connected to each other via a flange for easy assembly and disassembly of the primary input shaft 6 and the drive end of the motor 3.

[0027] Preferably, the secondary input shaft 10 and the primary output shaft 8 are connected to each other by a flange for disassembly and assembly of the secondary input shaft 10 and the primary output shaft 8.

[0028] Preferably, the secondary output shaft 12 and the bridge input shaft 2 are connected to each other by a flange for disassembly and assembly of the secondary output shaft 12 and the bridge input shaft 2.

[0029] Preferably, and further, a first bearing 14 is provided between the first-stage reduction housing 4 and both the first-stage input shaft 6 and the first-stage output shaft 8 to assist the rotation of the first-stage input shaft 6 and the first-stage output shaft 8;

[0030] As a preferred and further option, a second bearing 15 is provided between the secondary reduction housing 5 and the secondary input shaft 10 and the secondary output shaft 12 to assist the rotation of the secondary input shaft 10 and the secondary output shaft 12.

[0031] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A split-type two-stage reduction electric vehicle axle, comprising a drive axle body (1), wherein an axle input shaft (2) is provided on the drive axle body (1), characterized in that, A speed reduction structure is installed at one end of the bridge input shaft (2), and a motor (3) is installed on the speed reduction structure. The deceleration structure includes a first-stage deceleration housing (4) and a second-stage deceleration housing (5). A first-stage input shaft (6) is movably inserted into the first-stage deceleration housing (4). The first-stage input shaft (6) is connected to the drive end of the motor (3). A first-stage transmission gear (7) is fixedly mounted on the first-stage input shaft (6). A first-stage output shaft (8) is movably inserted into the first-stage deceleration housing (4) and located on one side of the first-stage input shaft (6). A first-stage speed reduction gear (9) is fixedly mounted on the first-stage output shaft (8). The first-stage speed reduction gear (9) meshes with the first-stage transmission gear (7). The size of the first-stage speed reduction gear (9) is larger than the size of the first-stage transmission gear (7). A secondary input shaft (10) is movably inserted into the secondary reduction housing (5). The secondary input shaft (10) is connected to the primary output shaft (8). A secondary transmission bevel gear (11) is fixedly mounted on the secondary input shaft (10). A secondary output shaft (12) is movably inserted into the secondary reduction housing (5). A secondary deceleration bevel gear (13) is fixedly mounted on one end of the secondary output shaft (12). The secondary deceleration bevel gear (13) meshes with the secondary transmission bevel gear (11). The other end of the secondary output shaft (12) is connected to the bridge input shaft (2). The size of the secondary deceleration bevel gear is larger than that of the secondary transmission bevel gear.

2. The split-type two-stage reduction electric vehicle axle according to claim 1, characterized in that, The primary input shaft (6) and the drive end of the motor (3) are connected to each other via a flange.

3. The split-type two-stage reduction electric vehicle axle according to claim 1, characterized in that, The secondary input shaft (10) and the primary output shaft (8) are connected to each other via flanges.

4. The split-type two-stage reduction electric vehicle axle according to claim 1, characterized in that, The secondary output shaft (12) and the bridge input shaft (2) are connected to each other via flanges.

5. A split-type two-stage reduction electric vehicle axle according to claim 1, characterized in that, A first bearing (14) is provided between the first-stage reduction housing (4) and the first-stage input shaft (6) and the first-stage output shaft (8).

6. A split-type two-stage reduction electric vehicle axle according to claim 1, characterized in that, A second bearing (15) is provided between the secondary reduction housing (5) and the secondary input shaft (10) and the secondary output shaft (12).

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