Integrated heavy truck electric drive axle gearbox
By integrating the gearbox and electric drive axle, the structure of the heavy-duty truck electric drive axle gearbox is simplified, solving the problems of complex structure and independent lubrication system in existing technologies, and achieving low-cost, high-efficiency power transmission and lubrication effects.
Patent Information
- Application Number
- CN202423157642.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-20
- Publication Date
- 2026-03-06
- Estimated Expiration
- 2034-12-20
AI Technical Summary
The existing heavy-duty truck electric drive axle gearbox has a complex structure, resulting in high manufacturing costs, and the lubrication system needs to be set up independently.
An integrated heavy-duty truck electric drive axle gearbox was designed, which integrates the gearbox part and the electric drive axle part, including the gearbox housing, input shaft, output shaft, power take-off shaft and axle housing. The differential is built into the gearbox housing to realize direct power output and active lubrication, simplifying the structure.
By simplifying the structure, manufacturing costs were reduced, transmission efficiency was improved, efficient lubrication and power output were achieved, and the risks of oil churning loss and poor lubrication were reduced.
Smart Images
Figure CN223972376U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the technical field of electric drive axle transmissions, specifically an integrated heavy-duty truck electric drive axle transmission. Background Technology
[0002] With the development of the new energy vehicle industry, various electric drive axle systems have emerged. In order to reliably match the corresponding electric drive axles, electric drive axle transmissions have also been developed. However, existing electric drive axle transmissions are relatively complex in design, and their lubrication systems require independent configuration. In particular, the electric drive axle transmissions for heavy-duty trucks are too complex in structure, resulting in high manufacturing costs. Therefore, there is an urgent need to develop a heavy-duty truck electric drive axle transmission with a simple structure and reliable performance. Utility Model Content
[0003] To address the aforementioned problems, this utility model provides an integrated heavy-duty truck electric drive axle gearbox, which has a simple structure, comprehensive functions, and reliable performance.
[0004] An integrated electric drive axle gearbox for heavy-duty trucks, characterized in that it comprises:
[0005] The gearbox section includes the gearbox housing, input shaft, output shaft, and power take-off shaft;
[0006] And the electric drive axle section, which includes the axle housing and differential;
[0007] The axle housing is covered at the position of the gearbox housing corresponding to the location of the differential, and the differential is disposed inside the axle housing. A portion of the main reduction gear of the differential is built into the gearbox housing.
[0008] The gearbox housing is provided with an input shaft, the power take-off shaft is located on one side, and the output shaft is located near the axle housing. The input shaft is respectively fixedly fitted with a power take-off drive wheel, a second-gear drive wheel, and a first-gear drive wheel. The power take-off shaft is fitted with a power take-off driven wheel and a first clutch mechanism. The power take-off drive wheel is constantly engaged with the power take-off driven wheel. The first clutch mechanism is used to engage the power take-off shaft for output or output without load.
[0009] A main reduction input gear is fixedly sleeved on the output shaft. A second-gear driven wheel and a first-gear driven wheel are freely rotating on the output shaft. A second clutch mechanism is provided on the output shaft corresponding to the positions of the second-gear driven wheel and the first-gear driven wheel. The second-gear driven wheel is constantly engaged with the second-gear driving wheel, and the first-gear driven wheel is constantly engaged with the first-gear driving wheel. The second clutch mechanism operates in switching between first-gear output, second-gear output, and neutral.
[0010] One end of the output shaft has an outwardly protruding portion fixedly fitted with an oil pump power output wheel. The oil pump includes an oil pump shaft, an outer oil pump rotor, and an inner oil pump rotor. The outer oil pump rotor is meshed with the oil pump power output wheel, and the inner oil pump rotor is constantly meshed with the outer oil pump rotor, realizing the power output of the outer and inner oil pump rotors. The oil pump shaft is fixedly connected to the gearbox housing, realizing the support and positioning of the inner and outer oil pump rotors and the oil pump shaft. This ensures that when the output shaft is not in neutral, the oil pump reliably pumps lubricating oil into the gearbox's oil circuit system.
[0011] Its further features are:
[0012] The first clutch mechanism includes a power take-off shift sleeve and a power take-off hub. The power take-off hub is sleeved on the power take-off shaft and slidably disposed. The power take-off shift sleeve is fixedly disposed on the outer periphery of the power take-off hub. The power take-off hub is movable toward or away from the power take-off driven wheel.
[0013] The second clutch mechanism includes a shift sleeve and a shift hub. The shift hub is sleeved on the output shaft and slidably disposed. The shift sleeve is fixed on the shift hub. The shift hub is movable toward or away from the second gear drive wheel and the first gear drive wheel.
[0014] The front end of the input shaft is splined, and external power components are connected via splined connection for power input;
[0015] The input shaft is connected to the gearbox housing via a front bearing and a rear bearing, thereby providing support and positioning for the input shaft.
[0016] The power take-off drive wheel is connected to the input shaft via an interference fit, enabling the input shaft and the power take-off drive wheel to rotate synchronously.
[0017] The two ends of the power take-off shaft are connected to the gearbox housing through the front bearing and the rear bearing of the power take-off shaft. The power take-off gear hub is slidably connected to the power take-off shaft through a spline. The power take-off driven wheel is connected to the power take-off shaft through a needle roller bearing.
[0018] The output shaft is connected to the gearbox housing via a front output shaft bearing and a rear output shaft bearing, thereby supporting and positioning the output shaft. The first gear driven wheel is connected to the output shaft via a first gear needle roller bearing, and the second gear driven wheel is connected to the output shaft via a second gear needle roller bearing. The shift hub is slidably connected to the output shaft via a spline. The shift hub moves left and right by the left and right movement of the shift sleeve, thereby achieving gear switching from 1 to 0 to 2.
[0019] The main reduction gear is fixedly connected to the differential. The main reduction gear is connected to the gearbox housing through the main reduction bearing to support and position the main reduction gear and the differential. The main reduction gear is constantly meshed with the main reduction input gear to realize the power output of the main reduction gear.
[0020] The axle housing is fixedly connected to the gearbox housing, thereby supporting and positioning the gearbox housing.
[0021] By adopting this utility model, the integrated power take-off function shortens the axial length, realizes direct power output, and has high transmission efficiency; the integrated oil pump realizes active lubrication of the entire tank, reduces oil churning loss and the risk of poor lubrication of the entire tank; the two-stage transmission realizes high power output, improves transmission efficiency, and has a simple structure and low cost. Attached Figure Description
[0022] Figure 1 This is a simplified schematic diagram of the main view structure of this utility model;
[0023] The names corresponding to the serial numbers in the diagram are as follows:
[0024] 1. Gearbox housing; 2. PTO shift sleeve; 3. PTO gear hub; 4. PTO driven wheel; 5. Needle roller bearing; 6. PTO shaft; 7. PTO rear bearing; 8. Input shaft; 9. Input shaft rear bearing; 10. Shift sleeve; 11. Shift hub; 12. First gear driven wheel; 13. First gear needle roller bearing; 14. Output shaft rear bearing; 15. Oil pump outer rotor; 16. Oil pump inner rotor; 17. Oil pump shaft; 18. Axle housing; 19. Main reduction bearing; 20. Differential; 21. Main reduction gear; 22. Output shaft front bearing; 23. Output shaft; 24. Second gear needle roller; 25. Second gear driven wheel; 26. Input shaft front bearing; 27. PTO front bearing; 28. Second gear drive wheel; 29. First gear drive wheel; 30. Main reduction input gear; 31. Detailed Implementation
[0025] An integrated heavy-duty truck electric drive axle gearbox, see Figure 1 It includes the gearbox section and the electric drive axle section;
[0026] The gearbox assembly includes a gearbox housing 1, an input shaft 8, an output shaft 23, and a power take-off shaft 6;
[0027] The electric drive axle section includes axle housing 18 and a differential 20;
[0028] A bridge housing 18 is installed on the gearbox housing 1 at the position corresponding to the location where the differential 20 is installed. The differential 20 is installed inside the bridge housing 18, and a part of the main reduction gear 21 of the differential 20 is built into the gearbox housing 1.
[0029] The gearbox housing 1 is provided with an input shaft 8, a power take-off shaft 6 is arranged on one side, and an output shaft 23 is arranged near the axle housing 18. The input shaft 8 is respectively fixedly fitted with a power take-off drive wheel 27, a second-gear drive wheel 29, and a first-gear drive wheel 30. The power take-off shaft 6 is fitted with a power take-off driven wheel 4 and a first clutch mechanism. The power take-off drive wheel 27 is constantly engaged with the power take-off driven wheel 4. The first clutch mechanism is used to engage the power take-off shaft 6 for output or output without load.
[0030] The output shaft 23 is fixedly fitted with a main reduction input gear 31. The output shaft 23 is fitted with a freely rotating second-gear driven wheel 25 and a first-gear driven wheel 12. The output shaft 23 is provided with a second clutch mechanism corresponding to the positions of the second-gear driven wheel 25 and the first-gear driven wheel 12. The second-gear driven wheel 25 is constantly engaged with the second-gear driving wheel 29, and the first-gear driven wheel 12 is constantly engaged with the first-gear driving wheel 30. The second clutch mechanism switches between first-gear output, second-gear output, and neutral gear.
[0031] One end of the output shaft 23 has an outwardly protruding portion fitted with an oil pump power output wheel 32. The oil pump includes an oil pump shaft 17, an outer oil pump rotor 15, and an inner oil pump rotor 16. The outer oil pump rotor 15 is engaged with the oil pump power output wheel 32. The inner oil pump rotor 16 is constantly engaged with the outer oil pump rotor 15, thereby realizing the power output of the outer oil pump rotor 15 and the inner oil pump rotor 16. The oil pump shaft 17 is fixedly connected to the gearbox housing 1, thereby supporting and positioning the inner oil pump rotor 16, the outer oil pump rotor 15, and the oil pump shaft 17. This ensures that when the output shaft 23 is not in neutral, the oil pump reliably pumps lubricating oil into the gearbox's oil circuit system.
[0032] In specific implementation, the first clutch mechanism includes a power take-off shift sleeve 2 and a power take-off gear hub 3. The power take-off gear hub 3 is sleeved on the power take-off shaft 6 and is slidably arranged. The power take-off shift sleeve 2 is fixedly provided on the outer periphery of the power take-off gear hub 3. The power take-off gear hub 3 is movably arranged toward or away from the power take-off driven wheel 4.
[0033] The second clutch mechanism includes a shift sleeve 10 and a shift hub 11. The shift hub 11 is sleeved on the output shaft 23 and is slidably arranged. The shift sleeve 10 is fixed on the shift hub 11. The shift hub 11 is movably arranged toward or away from the second gear drive wheel 29 and the first gear drive wheel 30.
[0034] The front end of the input shaft 8 is splined, which can be connected to an external power component via the spline for power input;
[0035] The input shaft 8 is connected to the gearbox housing 1 via the input shaft front bearing 26 and the input shaft rear bearing 9, thereby supporting and positioning the input shaft 8.
[0036] The power take-off drive wheel 27 is connected to the input shaft 8 through an interference fit, so that the input shaft 8 and the power take-off drive wheel 27 rotate synchronously.
[0037] The two ends of the power take-off shaft 6 are connected to the gearbox housing 1 through the front bearing 28 and the rear bearing 7 of the power take-off. The power take-off hub 3 is slidably connected to the power take-off shaft 6 through a spline. The power take-off driven wheel 4 is connected to the power take-off shaft 6 through a needle roller bearing 5.
[0038] The output shaft 23 is connected to the gearbox housing 1 through the front bearing 22 and the rear bearing 14, which supports and positions the output shaft 23. The first gear driven wheel 12 is connected to the output shaft 23 through the first gear needle roller bearing 13, and the second gear driven wheel 25 is connected to the output shaft 23 through the second gear needle roller bearing 24. The shift hub 11 is slidably connected to the output shaft 23 through a spline. The shift hub 11 moves left and right by the left and right movement of the shift sleeve 10, thereby achieving the shifting of gears 1→0→2.
[0039] The main reduction gear 21 is fixedly connected to the differential 20. The main reduction gear 21 is connected to the gearbox housing 1 through the main reduction bearing 19 to support and position the main reduction gear 21 and the differential 20. The main reduction gear 21 is constantly meshed with the main reduction input gear 31 to realize the power output of the main reduction gear 21.
[0040] The axle housing 18 is fixedly connected to the gearbox housing 1, thereby supporting and positioning the gearbox housing 1.
[0041] Its working principle and process are as follows:
[0042] The transmission can achieve power take-off function, active lubrication by oil pump, and multi-speed power output;
[0043] 1) When taking power, the PTO shift sleeve moves to the right, and the power transmission route is as follows:
[0044] Power component → Input shaft → PTO drive wheel → PTO driven wheel → PTO output shaft
[0045] 2) When using multi-speed output and active lubrication of the mechanical pump, the power transmission route is as follows:
[0046] First gear: The shift sleeve moves to the right, power element → input shaft → first gear driven wheel → output shaft → ;
[0047] Second gear: The shift sleeve moves to the left, power element → input shaft → second gear driven wheel → output shaft → ;
[0048] Reverse gear is achieved by inputting an inverted signal;
[0049] In actual use, the optimal working mode can be selected based on the actual working conditions.
[0050] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.
[0051] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.
Claims
1. An integrated electric drive axle transmission for heavy duty vehicles, characterized in that, It includes: Gearbox part, including gearbox shell, input shaft, output shaft, power take-off shaft; And electric drive axle part, including axle housing, differential; The cover of the gearbox shell corresponding to the position where the differential is arranged is equipped with the axle housing, the differential is arranged in the axle housing, and part of the main reduction gear of the differential is built in the gearbox shell; The gearbox shell is provided with an input shaft, the power take-off shaft is arranged on one side, the output shaft is arranged near the axle housing, the input shaft is respectively sleeved with a power take-off driving wheel, a second gear driving wheel and a first gear driving wheel, a power take-off driven wheel and a first clutch mechanism are sleeved on the power take-off shaft, the power take-off driving wheel is always engaged with the power take-off driven wheel, and the first clutch mechanism is used for outputting the power take-off shaft or not loading the output. The output shaft is sleeved with a main reduction input gear, the output shaft is sleeved with a second gear driven wheel and a first gear driven wheel which rotate freely, the output shaft is provided with a second clutch mechanism corresponding to the positions of the second gear driven wheel and the first gear driven wheel, the second gear driven wheel is always engaged with the second gear driving wheel, the first gear driven wheel is always engaged with the first gear driving wheel, and the second clutch mechanism is used for switching the output of the first gear, the output of the second gear and the neutral gear. The oil pump power output wheel is fixedly sleeved on the outer convex part of one end of the output shaft, the oil pump includes an oil pump shaft, an oil pump outer rotor and an oil pump inner rotor, the oil pump outer rotor is engaged with the oil pump power output wheel, the oil pump inner rotor is always engaged with the oil pump outer rotor, the power output of the oil pump outer rotor and the oil pump inner rotor is realized, the oil pump shaft is fixedly connected with the gearbox shell, the support and positioning of the oil pump inner rotor, the oil pump outer rotor and the oil pump shaft are realized, and when the output shaft is not hung in the neutral gear, the oil pump can reliably pump lubricating oil into the oil circuit system of the gearbox.
2. The integrated electric drive axle transmission for heavy duty trucks of claim 1, wherein: The first clutch mechanism includes a power take-off gear shifting sleeve and a power take-off gear hub, the power take-off gear hub is sleeved on the power take-off shaft and is slidingly arranged, the power take-off gear hub is fixedly provided with a power take-off gear shifting sleeve on the outer periphery, and the power take-off gear hub is movably arranged towards or away from the power take-off driven wheel.
3. The integrated electric drive axle transmission for heavy duty trucks of claim 1, wherein: The second clutch mechanism includes a gear shifting sleeve and a gear shifting hub, the gear shifting hub is sleeved on the output shaft and is slidingly arranged, the gear shifting hub is fixedly provided with a gear shifting sleeve, and the gear shifting hub is movably arranged towards or away from the second gear driving wheel and the first gear driving wheel.
4. The integrated electric drive axle transmission for heavy duty trucks of claim 1, wherein: The front end of the input shaft is a spline, and the external power element is connected for power input through the spline.
5. The integrated electric drive axle transmission for heavy duty trucks of claim 1, wherein: The input shaft is connected with the gearbox shell through the input shaft front bearing and the input shaft rear bearing.
6. The integrated electric drive axle transmission for heavy duty trucks of claim 1, wherein: The power take-off driving wheel is connected with the input shaft through interference fit.
7. The integrated electric drive axle transmission for heavy duty trucks of claim 2, wherein: The power take-off shaft is connected with the gearbox shell through the power take-off front bearing and the power take-off rear bearing at both ends, the power take-off gear hub is slidingly connected with the power take-off shaft through the spline, and the power take-off driven wheel is connected with the power take-off shaft through the needle bearing.
8. The integrated electric drive axle transmission for heavy duty trucks of claim 3, wherein: The output shaft is connected with the gearbox housing through an output shaft front bearing and an output shaft rear bearing, the first gear driven wheel is connected with the output shaft through a first gear roller pin bearing, the second gear driven wheel is connected with the output shaft through a second gear roller pin, the gear shifting tooth hub is slidably connected with the output shaft through a spline, and the gear shifting tooth hub is driven to move leftward and rightward by the leftward and rightward movement of the gear shifting sleeve, so as to realize the gear position switching of 1→0→2.
9. The integrated electric drive axle transmission for heavy duty trucks of claim 1, wherein: The main reduction gear is fixed with the differential, and the main reduction gear is connected with the gearbox housing through a main reduction bearing, so as to support and position the main reduction gear and the differential.
10. The integrated electric drive axle transmission for heavy duty trucks of claim 1, wherein: The axle housing is fixed with the gearbox housing.