A centralized electric drive axle and vehicle

Abstract

The utility model discloses a centralized electric drive bridge and vehicle, wherein, the centralized electric drive bridge includes axle, motor, first brake component and first speed reducer, and motor, first brake component and first speed reducer are integrated in the radial side of axle, and first brake component exports the braking force to axle through locking the input end or output end of first speed reducer, the utility model discloses the centralized electric drive bridge of the present application, by integrating motor, first brake component and first speed reducer in the radial side of axle, form compact power module, reduce the space occupation, through the input end or output end of locking first speed reducer of first brake component, compared with prior art, can significantly prolong the service life of motor, and, shorten the brake force transmission chain, improve the brake response time, can greatly improve the heavy load, heavy -duty vehicle ramp parking and emergency brake safety.

Description

Technical Field

[0001] This utility model relates to the field of electric drive axle technology, and in particular to a centralized electric drive axle and vehicle. Background Technology

[0002] In recent years, integrated design of electric drive axles has become an industry trend. Existing technology, such as the parking brake device for an electric drive axle of an electric vehicle disclosed in Chinese Patent No. CN214396709U, integrates the parking brake assembly between the motor output shaft and the reduction gearbox, utilizing the gearbox's transmission ratio to amplify the braking torque. However, in this solution, the braking force must be transmitted sequentially through the motor shaft and multiple gears in the reduction gearbox to the axle. This excessively long transmission chain leads to a delayed braking response, affecting the safety of heavy-duty vehicles parking on slopes and during emergency braking. Utility Model Content

[0003] To solve the above-mentioned technical problems, this utility model provides a centralized electric drive axle and a vehicle, wherein the centralized electric drive axle includes an axle, a motor, a first braking assembly, and a first reducer, wherein:

[0004] The motor, the first braking assembly, and the first reducer are integrated on one radial side of the axle;

[0005] The first braking assembly outputs braking force to the axle by locking the input or output end of the first reducer.

[0006] Preferably, the first reducer has two input terminals, one of which is connected to the motor and the other is connected to the first braking assembly; the output terminal of the first reducer is connected to the axle.

[0007] Preferably, the wheel ends of the axle are provided with the second braking assembly.

[0008] Preferably, a second braking assembly is provided at both wheel ends of the axle.

[0009] Preferably, the second braking component is a disc brake; the disc brake has two or more brake calipers.

[0010] Preferably, the first braking component is a hydraulic braking component.

[0011] Preferably, the motor, the first braking assembly, and the first reducer are integrated in the middle of the axle.

[0012] This utility model also provides a vehicle that adopts any of the centralized electric drive axles described above.

[0013] The centralized electric drive axle provided in this embodiment integrates the motor, the first braking assembly, and the first reducer on one radial side of the axle, forming a compact power module that reduces space occupation. By locking the input or output end of the first reducer through the first braking assembly, the braking force transmission chain is shortened compared to when the first braking assembly is connected to the motor shaft, thus improving braking response time. Especially when used in heavy-duty vehicles, it can greatly improve the safety of heavy-duty and heavy-duty vehicles when parking on slopes and during emergency braking. Attached Figure Description

[0014] Figure 1 A schematic diagram of a centralized electric drive bridge structure provided in an embodiment of this utility model;

[0015] Among them: 10, axle; 11, motor; 12, first braking assembly; 13, first reducer; 14, second braking assembly; 15, wheel speed sensing device. Detailed Implementation

[0016] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model is further described below in conjunction with specific embodiments. However, the following embodiments are merely preferred embodiments of this utility model and not all of them. Other embodiments obtained by those skilled in the art based on the embodiments in the implementation methods without creative effort are all within the protection scope of this utility model. Unless otherwise specified, the experimental methods in the following embodiments are conventional methods. Unless otherwise specified, the materials and reagents used in the following embodiments can be obtained commercially.

[0017] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0018] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0019] This utility model provides a centralized electric drive axle and a vehicle, wherein the centralized electric drive axle includes an axle 10, a motor 11, a first braking assembly 12, and a first reducer 13, wherein:

[0020] The motor 11, the first braking assembly 12 and the first reducer 13 are integrated on one radial side of the axle 10;

[0021] The first braking assembly 12 outputs braking force to the axle 10 by locking the input or output end of the first reducer 13.

[0022] In specific implementation, such as Figure 1 As shown, the centralized electric drive axle includes an axle 10, a motor 11, a first braking assembly 12, and a first reducer 13, wherein:

[0023] The axle 10 includes a housing and a main reducer, a differential, and half-shaft structures and reducers on both sides. The structure of the axle 10 adopts the existing axle structure, which will not be described in detail here.

[0024] The motor 11, the first braking assembly 12, and the first reducer 13 are integrated on one radial side of the axle 10. By integrating the motor 11, the first braking assembly 12, and the first reducer 13 on one radial side of the axle, a compact power module is formed, reducing space occupation. This is suitable for scenarios with strict axle width restrictions, such as port AGVs and mining trucks. The motor 11 can be, but is not limited to, a permanent magnet synchronous motor, an AC asynchronous motor, a DC motor, or a permanent magnet brushless DC motor. The first braking assembly 12 can adopt existing hydraulic braking structures, including existing hydraulic disc brake devices. The first reducer 13 can adopt, but is not limited to, existing dual-input single-speed coaxial reducers, dual-input planetary reducers, or multi-input gear reducers.

[0025] The first braking assembly 12 outputs braking force to the axle 10 by locking the input or output end of the first reducer 13. In this structure, by locking the input or output end of the first braking assembly 12 to the first reducer 13, the braking force transmission chain is shortened compared to connecting to the motor shaft, which improves the braking response time. Especially when used in heavy-duty vehicles, it can greatly improve the safety of heavy-duty vehicles when parking on slopes and during emergency braking.

[0026] The axle 10, motor 11, first braking assembly 12 and first reducer 13 can be connected by existing bolt connection structure, flange connection structure, etc., which will not be described in detail here.

[0027] When the motor 11 is driven, the motor 11 outputs power, and its power output enters one input end of the first reducer 13. The output end of the first reducer 13 enters the main reducer and differential in the axle 10. The main reducer and differential output power to the wheel rims through the half-shafts set on both sides. The wheel rims are used to mount the wheels to drive the wheels to rotate.

[0028] During braking, the first braking assembly 12 outputs braking force to the axle 10 by locking the input or output end of the first reducer 13.

[0029] The centralized electric drive axle provided in this embodiment integrates the motor 11, the first braking assembly 12, and the first reducer 13 on one radial side of the axle, forming a compact power module that reduces space occupation. By locking the input or output end of the first reducer 13 through the first braking assembly 12, compared to connecting the first braking assembly 12 to the motor shaft, the braking force transmission chain is shortened, improving the braking response time. Especially when used in heavy-duty vehicles, it can greatly improve the safety of heavy-duty vehicles when parking on slopes and during emergency braking.

[0030] Preferably, the wheel ends of the axle 10 are provided with a second reducer. The second reducer includes, but is not limited to, existing planetary reducers. The connection between the second reducer and the axle is prior art and will not be described in detail here. During operation, the main reducer and the differential output power to the planetary reducers at the wheel ends through the half-shafts provided on both sides. The planetary reducers drive the wheel edges connected to them to rotate.

[0031] In specific implementation, the first reducer 13 has two input terminals, one of which is connected to the motor 11 and the other is connected to the first braking assembly 12; the output terminal of the first reducer 13 is connected to the axle 10. In this embodiment, the first reducer 13, by employing a reducer with two input terminals, is used for the motor 11 and the first braking assembly 12 respectively. During braking, the speed ratio amplification effect of the input stage gear of the first reducer 13 is utilized to amplify the braking torque and transmit it to the axle 10, thereby multiplying the braking force; furthermore, this part of the structure is more compact and highly integrated.

[0032] In specific implementation, the wheel ends of the axle 10 are equipped with a second braking assembly 14, which can serve as redundant braking; or the first braking assembly 12 is used for parking braking, and the second braking assembly 14 is used for service braking. Existing parking brake devices typically have only one unit, or the service brake and parking brake share some components. If a malfunction occurs, both systems fail simultaneously, posing a safety hazard. In this embodiment, the separately provided second braking assembly 14 improves the vehicle's braking safety performance.

[0033] In practice, the wheel ends on both sides of the axle 10 are equipped with a second braking component 14. This design can ensure that the wheels on both sides can decelerate or stop evenly during braking, thereby improving the stability and safety of the vehicle.

[0034] Furthermore, the second braking assembly 14 is a disc brake; the disc brake has two or more brake calipers.

[0035] In practice, the first braking component 12 is a hydraulic braking component. Hydraulic braking has a large braking force and is safer, especially suitable for large-tonnage electric drive axles.

[0036] In practice, the motor 11, the first braking assembly 12, and the first reducer 13 are integrated in the middle of the axle 10, so that the weight of the motor 11, the first braking assembly 12, and the first reducer 13 is concentrated in the middle of the axle 10, thereby balancing the weight distribution and improving vehicle stability.

[0037] like Figure 1 As shown, the axle 10 is provided with a second braking assembly 14 and a wheel speed sensing device 15 on the axial side. The wheel speed sensing device 15 adopts, but is not limited to, a magnetoelectric wheel speed sensor, a Hall wheel speed sensor, a magnetoresistive wheel speed sensor, etc. Its connection structure and working principle with the axle 10 are existing technologies and will not be described here.

[0038] The second braking assembly 14 adopts a hydraulic disc braking structure, with two or more brake calipers on its brake disc. Compared with a single caliper structure, it effectively increases the braking friction area and improves the braking force output, making it particularly suitable for the braking needs of heavy vehicles with a load of more than 30 tons.

[0039] The novel electric drive axle provided in this embodiment of the invention solves the problems of insufficient braking force of large-tonnage electric drive axles and the inability of existing electric drive axles to meet the requirements of accurate wheel speed monitoring in the field of autonomous driving by directly monitoring wheel speed signals through the second braking component 14 and combining it with the real-time feedback of the multi-caliper braking system. Furthermore, the wheel speed data acquisition accuracy of the electric drive axle is improved, which can meet the stringent requirements of autonomous driving for wheel speed signals.

[0040] Preferably, the second braking assembly 14 and the wheel speed sensing device 15 are integrated in the same area on the axial side of the axle 10, shortening the transmission path of the braking signal and the wheel speed signal, thereby shortening the system response time.

[0041] Preferably, a symmetrical multi-caliper layout is used. This symmetrical layout optimizes heat distribution on the brake discs, reduces localized peak temperatures, significantly slows down brake material thermal fade, and extends the service life of the braking system.

[0042] This utility model also provides a vehicle that adopts any of the centralized electric drive axles described above.

[0043] 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 centralized electric drive bridge, characterized in that: Includes an axle (10), a motor (11), a first braking assembly (12), and a first reducer (13), wherein: The motor (11), the first braking assembly (12) and the first reducer (13) are integrated on one radial side of the axle (10); The first braking assembly (12) outputs braking force to the axle (10) by locking the input or output end of the first reducer (13).

2. The centralized electric drive bridge according to claim 1, characterized in that: The first reducer (13) has two input terminals, one of which is connected to the motor (11) and the other is connected to the first braking assembly (12); the output terminal of the first reducer (13) is connected to the axle (10).

3. The centralized electric drive bridge according to claim 1, characterized in that: The wheel ends of the axle (10) are provided with a second braking assembly (14).

4. The centralized electric drive bridge according to claim 3, characterized in that: The axle (10) is equipped with a second braking assembly (14) at both wheel ends.

5. The centralized electric drive bridge according to claim 3 or 4, characterized in that: The second braking assembly (14) is a disc brake; the disc brake has two or more brake calipers.

6. The centralized electric drive bridge according to claim 1, characterized in that: The first braking component (12) is a hydraulic braking component.

7. The centralized electric drive bridge according to claim 1, characterized in that: The motor (11), the first braking assembly (12) and the first reducer (13) are integrated in the middle of the axle (10).

8. A vehicle, characterized in that: The centralized electric drive bridge as described in any one of claims 1-7 is adopted.

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