Electrically controlled speed-regulated drive variable speed transmission

Abstract

The utility model relates to vehicle transmission system technical field, the utility model provides electric control speed regulation drive variable speed axle, including electric control speed regulation drive variable speed axle, including axle housing, output shaft and speed regulation subassembly, output shaft is set up on axle housing, and output shaft both ends connect the wheel, speed regulation subassembly fixedly set up in the inside axle housing, and speed regulation subassembly power input end is connected with output shaft transmission, and output shaft is connected with the wheel and is shortened power transmission path, and the speed regulation mechanism is built -in axle housing and is connected with output shaft transmission, makes the speed regulation function and power output form integrated structure. Reduced the energy loss of transmission link, realized the direct correlation of speed regulation function and power output, provided the structural basis for electric control speed regulation, solved the inconvenient problem of gear shifting in the prior art.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission system technology, specifically to an electronically controlled speed-regulating drive transmission axle. Background Technology

[0002] With the rapid development of the new energy vehicle industry, electric vehicles have been widely promoted due to their environmental protection and energy-saving advantages. The performance of their transmission system directly affects the driving experience, power output stability, and energy efficiency. During the operation of an electric vehicle, different road conditions place significant differences in the torque and speed requirements of the power transmission. Therefore, gear shifting is necessary to match the power to the driving conditions.

[0003] In the transmission systems of existing electric vehicles, most use fixed-ratio transmission axles to achieve high and low speed adjustment. Although some fixed-ratio transmission axles eliminate the need for gear shifting, they are difficult to meet the requirements of high torque at low speeds and low energy consumption at high speeds at the same time, resulting in insufficient adaptability of the vehicle under complex working conditions.

[0004] In summary, existing electric vehicle transmission systems have significant shortcomings in terms of ease of use, smoothness, and reliability when switching between high and low speeds. This has become a key issue restricting the improvement of the electric vehicle driving experience. There is an urgent need for a drive transmission axle solution that can achieve stepless speed regulation, electronic control operation, and convenient switching to solve the above-mentioned technical defects. Utility Model Content

[0005] To overcome the above-mentioned defects, the embodiments of this utility model provide an electronically controlled speed-regulating drive transmission bridge, which solves the technical problem of inconvenience in switching high and low speed gears in existing trolleys.

[0006] According to one aspect, at least one embodiment of the present invention provides an electronically controlled speed-regulating drive transmission bridge, comprising:

[0007] Bridge shell;

[0008] An output shaft is disposed through the axle housing, and wheels are connected to both ends of the output shaft;

[0009] A speed control component is fixedly installed inside the axle housing, and the power input end of the speed control component is connected to the output shaft for transmission.

[0010] Optionally, the speed regulating component includes:

[0011] An input shaft is disposed through the bridge housing;

[0012] A first drive motor is mounted on one end of the input shaft;

[0013] A gear sleeve is slidably mounted on the input shaft. One end of the gear sleeve is provided with a high-speed gear, and the other end of the gear sleeve is provided with a low-speed gear. The first drive motor can drive the gear sleeve to slide on the input shaft.

[0014] A first gear is disposed on the output shaft, and the first gear can slide and mesh with the high-speed gear through the gear sleeve;

[0015] The second gear is disposed on the output shaft, and the second gear can slide and mesh with the low-speed gear through the gear sleeve.

[0016] Optionally, the speed regulating component further includes:

[0017] A driven shaft is disposed through the bridge housing;

[0018] The second drive motor is mounted on one end of the driven shaft;

[0019] The first bevel gear is sleeved on the input shaft and is connected to the power output end of the second drive motor.

[0020] The second bevel gear meshes with the first bevel gear.

[0021] Optionally, the gear sleeve is provided with a shift fork, one end of which moves the gear sleeve along the input shaft, and the other end of which is fixed to the shift fork shaft by a shaft pin. The shift fork shaft passes through the bridge housing and is hinged to the bridge housing.

[0022] Optionally, the output shaft is provided with connecting seats at both ends, which are used to connect the wheels by bolts and nuts.

[0023] Optionally, the input shaft is connected to the bridge housing via bearings and oil seals.

[0024] Optionally, both the first drive motor and the second drive motor are servo motors.

[0025] Optionally, the axle housing can be detachably mounted on the frame using bolts and nuts.

[0026] Optionally, a sealing ring is provided on the connecting seat of the output shaft.

[0027] The beneficial effects of this utility model are as follows:

[0028] In this invention, the electronically controlled speed-regulating drive transmission axle includes an axle housing, an output shaft, and a speed-regulating component. The output shaft is mounted through the axle housing, with both ends connected to wheels. The speed-regulating component is fixedly mounted inside the axle housing, with its power input end connected to the output shaft. The axle housing provides a unified mounting reference for the output shaft and the speed-regulating mechanism, ensuring the relative positions of all components are fixed and reducing deviations during transmission. The output shaft passes through the axle housing and directly connects to the wheels, shortening the power transmission path. The speed-regulating mechanism is integrated into the axle housing and connected to the output shaft, forming an integrated structure between the speed-regulating function and power output. This reduces energy loss in the transmission process, achieves a direct link between the speed-regulating function and power output, provides a structural foundation for electronically controlled speed regulation, and solves the problem of inconvenient gear shifting in existing technologies. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this utility model, the accompanying drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are merely some exemplary embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the exemplary embodiments of this utility model and these drawings without any creative effort.

[0030] Figure 1 This is a schematic diagram of the structure of the electronically controlled speed-regulating drive transmission bridge in one embodiment of the present invention;

[0031] Figure 2 for Figure 1 A schematic diagram of the speed control component in the embodiment.

[0032] In the diagram: 1. Bridge housing; 2. Output shaft; 21. Connecting seat; 22. Sealing ring; 3. Wheel; 4. Speed ​​control assembly; 41. Input shaft; 42. First drive motor; 43. Gear sleeve; 431. High-speed gear; 432. Low-speed gear; 44. First gear; 45. Second gear; 46. Driven shaft; 47. Second drive motor; 48. First bevel gear; 49. Second bevel gear; 5. Shift fork. Detailed Implementation

[0033] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit its scope.

[0034] To keep the drawings concise, only the parts relevant to the utility model are shown schematically in each drawing; these do not represent the actual structure of the product. Furthermore, for ease of understanding, in some drawings, only one of the components with the same structure or function is schematically shown, or only one is labeled. In this document, "a" not only means "only one," but can also mean "more than one," and "several" includes "two" and "more than two."

[0035] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between 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.

[0036] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0037] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of description and simplification of operation, and are not intended to 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.

[0038] Furthermore, in the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0039] like Figure 1 As shown, one embodiment of the present invention provides an electronically controlled speed-regulating drive transmission axle, including an axle housing 1, an output shaft 2, and a speed regulating component 4. The axle housing 1 forms an integral mounting base; the output shaft 2 passes through the axle housing 1, with both ends extending outside the axle housing 1 to connect to the wheels 3; the speed regulating component 4 is fixedly disposed inside the axle housing 1, and its power input end forms a transmission connection with the output shaft 2.

[0040] Specifically, the output shaft 2 and the speed regulating component 4 are integrated through the bridge housing 1, so that the power of the speed regulating component 4 directly acts on the output shaft 2, thereby adjusting the speed of the output shaft 2. After receiving external power and performing speed regulation, the speed regulating component 4 transmits the power to the output shaft 2, which drives the wheels 3 connected at both ends to rotate. The speed of the wheels 3 is changed by adjusting the speed of the speed regulating component 4.

[0041] It should be noted that the axle housing 1 provides an installation reference for the output shaft 2 and the speed control assembly 4, ensuring that the relative positions of each component are fixed and reducing deviations during transmission. The output shaft 2 passes through the axle housing 1 and is directly connected to the wheel 3, shortening the power transmission path. The speed control assembly 4 is built into the axle housing 1 and is connected to the output shaft 2, making the speed control function and power output an integrated structure. This reduces energy loss in the transmission link, realizes the direct correlation between the speed control function and power output, provides a structural basis for electronic speed control, and solves the problem of inconvenient gear shifting.

[0042] For example, such as Figure 2 As shown, in some examples, the speed control assembly 4 includes an input shaft 41, a first drive motor 42, a gear sleeve 43, a first gear 44, and a second gear 45. The input shaft 41 passes through the bridge housing 1; the first drive motor 42 is fixed to one end of the input shaft 41; the gear sleeve 43 is slidably sleeved on the input shaft 41, with a high-speed gear 431 at one end and a low-speed gear 432 at the other end; the power output end of the first drive motor 42 is connected to the gear sleeve 43 to drive the gear sleeve 43 to slide axially along the input shaft 41; the first gear 44 and the second gear 45 are fixed at intervals on the output shaft 2.

[0043] Specifically, the first drive motor 42 drives the gear sleeve 43 to slide, changing the meshing state of the high-speed gear 431, the low-speed gear 432 with the corresponding first gear 44 and second gear 45. High and low speed adjustment is achieved by utilizing the difference in transmission ratio between different gear meshing. The first drive motor 42 drives the gear sleeve 43 to slide along the input shaft 41. When the high-speed gear 431 meshes with the first gear 44, the power of the input shaft 41 is transmitted to the output shaft 2 through the high-speed gear 431 and the first gear 44, realizing high-speed transmission. When the low-speed gear 432 meshes with the second gear 45, the power of the input shaft 41 is transmitted to the output shaft 2 through the low-speed gear 432 and the second gear 45, realizing low-speed transmission.

[0044] Input shaft 41 provides a path for power input. The first drive motor 42 directly drives the gear sleeve 43 to slide, replacing manual gear shifting and realizing electronic control of gear switching. The high-speed gear 431 and low-speed gear 432 on the gear sleeve 43 are respectively set to correspond to the first gear 44 and the second gear 45 on the output shaft 2, ensuring the distinction between high and low speed gears. The gear meshing transmission method ensures the stability of power transmission. The combination of the above features realizes electronic switching of high and low speed gears, improves the convenience of switching, and at the same time ensures reliable transmission through gear meshing, solving the problem of inconvenient switching.

[0045] For example, such as Figure 2 As shown, in some examples, the speed control assembly 4 also includes a driven shaft 46, a second drive motor 47, a first bevel gear 48, and a second bevel gear 49. The driven shaft 46 extends through the bridge housing 1; the second drive motor 47 is fixed to one end of the driven shaft 46; the second bevel gear 49 is fixedly sleeved on the driven shaft 46, and the driven shaft 46 is connected to the power output end of the second drive motor 47; the first bevel gear 48 is sleeved on the input shaft 41 and meshes with the input shaft 41.

[0046] Specifically, the power output by the second drive motor 47 is transmitted to the second bevel gear 49 via the driven shaft 46. The first bevel gear 48 meshes with the second bevel gear 49 to generate rotation, which drives the input shaft 41 to rotate. The rotation of the input shaft 41 is in sliding engagement with the gear sleeve 43. When the high-speed gear 431 or the low-speed gear 432 meshes with the corresponding gear, the speed of the input shaft 41 can be changed by adjusting the output of the second drive motor 47, thereby adjusting the speed of the output shaft 2.

[0047] Driven shaft 46 provides a path for power transmission to the second drive motor 47. The second drive motor 47 cooperates with the first bevel gear 48 and the second bevel gear 49 to add an independent power adjustment source to the input shaft 41. The meshing of the first bevel gear 48 and the second bevel gear 49 realizes the conversion and transmission of power direction, and forms a synergy with the meshing structure of the gear sleeve 43.

[0048] For example, such as Figure 2 As shown, in some examples, a shift fork 5 is provided on the outer peripheral surface of the gear sleeve 43. One end of the shift fork 5 contacts the outer peripheral surface of the gear sleeve 43 to move the gear sleeve 43 axially along the input shaft 41. The other end of the shift fork 5 is fixedly connected to the shaft of the shift fork 5 by a shaft pin. The shaft of the shift fork 5 passes through the bridge housing 1 axially and forms a hinge with the bridge housing 1.

[0049] Specifically, the shift fork 5 serves as an intermediate transmission component, transmitting the motion of the shift fork 5 shaft to the gear sleeve 43. The hinge between the shift fork 5 shaft and the bridge housing 1 ensures the stability of the shift fork 5's movement and enables the gear sleeve 43 to slide. The shift fork 5 shaft rotates around the hinge point, driving the shift fork 5 to move synchronously via the shaft pin. One end of the shift fork 5 pushes the gear sleeve 43 to slide axially along the input shaft 41, causing the high-speed gear 431 or the low-speed gear 432 to mesh with the corresponding gear.

[0050] It should be noted that the design of the shift fork 5 ensures uniform force distribution on the gear sleeve 43, preventing skewness during sliding; the pin connection ensures the synchronization of movement between the shift fork 5 and its shaft; the hinge between the shift fork 5 shaft and the axle housing 1 provides stable support for the shift fork 5 and restricts its movement trajectory. These features, combined with the structure of the first drive motor 42 and the gear sleeve 43, make the sliding of the gear sleeve 43 smoother, improving the reliability of gear meshing and the smoothness of gear shifting, thus solving the problem of insufficient shifting smoothness.

[0051] For example, such as Figure 1 As shown, in some examples, a connecting seat 21 is fixedly installed at each end of the output shaft 2. Multiple through holes distributed circumferentially are provided on the end face of the connecting seat 21 for bolts to pass through. The bolts and nuts cooperate to fix the connecting seat 21 to the wheel 3.

[0052] Specifically, the output shaft 2 and the wheel 3 are detachably and fixedly connected by the through hole of the connecting seat 21 and the bolts and nuts, ensuring the effective transmission of power from the output shaft 2 to the wheel 3. When the output shaft 2 rotates, its torque is transmitted to the wheel 3 through the connecting seat 21, causing the wheel 3 to rotate synchronously; the connecting seat 21 is fastened to the wheel 3 by bolts and nuts to prevent relative slippage during power transmission.

[0053] The connecting seat 21 provides a structural basis for the connection between the output shaft 2 and the wheel 3. Multiple through holes distributed along the circumference cooperate with bolts and nuts to ensure the tightness of the connection. The detachable connection facilitates the disassembly and maintenance of the wheel 3.

[0054] For example, such as Figure 1 As shown, in some examples, a bearing and an oil seal are provided at the penetration position between the input shaft 41 and the bridge housing 1. The inner ring of the bearing is fixedly connected to the input shaft 41, and the outer ring is fixedly connected to the bridge housing 1. The oil seal is sleeved on the input shaft 41 and located outside the bearing. One end of the oil seal contacts the bridge housing 1, and the other end contacts the input shaft 41.

[0055] Specifically, the bearing supports the rotation of the input shaft 41 and reduces friction between the input shaft 41 and the axle housing 1; the oil seal seals the gap between the input shaft 41 and the axle housing 1 to prevent leakage of lubricating oil inside the axle housing 1 and the entry of external impurities. When the input shaft 41 rotates, the inner ring of the bearing rotates synchronously with the input shaft 41, while the outer ring is fixed to the axle housing 1, achieving low-friction support; the oil seal, through close contact with the input shaft 41 and the axle housing 1, forms a sealing barrier to prevent lubricating oil leakage and impurity intrusion.

[0056] Furthermore, the bearings reduce the frictional resistance of the input shaft 41 rotation, reduce energy loss, and improve transmission efficiency; the oil seals ensure a sealed environment inside the axle housing 1, preventing lubricating oil leakage from affecting component lubrication, and also preventing impurities from entering and causing component wear. These features, combined with the structure where the input shaft 41 penetrates the axle housing 1, extend the service life of the input shaft 41 and related components, and improve the overall structural reliability.

[0057] For example, such as Figure 2 As shown, in some examples, the first drive motor 42 and the second drive motor 47 are both servo motors. The housing of the servo motor is fixedly connected to the ends of the input shaft 41 and the driven shaft 46, respectively, and its power output end is connected to the gear sleeve 43 and the first bevel gear 48, respectively.

[0058] Specifically, by utilizing the controllable speed and position characteristics of a servo motor, precise adjustment of the sliding position of the gear sleeve 43 and the speed of the input shaft 41 can be achieved. The servo motor receives control signals and precisely adjusts its output torque and rotation angle according to the signals, driving the gear sleeve 43 to slide to a designated position to achieve gear meshing, or driving the first bevel gear 48 to rotate to a designated speed to adjust the speed of the input shaft 41.

[0059] It should be noted that the control characteristics of the servo motor, combined with the sliding adjustment structure of the gear sleeve 43 and the transmission structure of the bevel gear, improve the accuracy of position control and speed adjustment during gear switching, and shorten the switching response time; the stable output characteristics of the servo motor ensure the smoothness of the speed adjustment process.

[0060] For example, such as Figure 1 As shown, in some examples, the outer peripheral surface of the axle housing 1 is provided with multiple mounting ears distributed circumferentially. The mounting ears are provided with through holes, and bolts pass through the through holes to engage with the screw holes on the frame. The bolts are then tightened by nuts, so that the axle housing 1 can be detachably fixed to the frame.

[0061] The mounting lugs, bolts, and nuts are used to achieve a detachable connection between the axle housing 1 and the frame, facilitating the installation, removal, and maintenance of the axle housing 1. Align the mounting lugs of the axle housing 1 with the corresponding positions on the frame, insert the bolts, and screw in the nuts to fix the axle housing 1 to the frame. When maintenance is required, loosen the nuts and remove the bolts to remove the axle housing 1 from the frame.

[0062] The mounting lugs provide structural support for the connection between the axle housing 1 and the frame. The engagement of bolts and nuts enables detachable fixing, facilitating the installation, positioning, and subsequent maintenance of the axle housing 1. Multiple circumferentially distributed mounting lugs ensure the stability of the connection between the axle housing 1 and the frame. These features, combined with the overall structure of the axle housing 1, improve the ease of maintenance, reduce maintenance costs, and enhance the practicality of the overall structure.

[0063] For example, such as Figure 1 As shown, in some examples, the connecting seat 21 of the output shaft 2 is provided with an annular groove on the end face of the wheel 3, and the sealing ring 22 is embedded in the annular groove. One side of the sealing ring 22 contacts the bottom of the annular groove, and the other side protrudes from the end face of the connecting seat 21.

[0064] The sealing ring 22 forms a sealing barrier between the connecting seat 21 and the wheel 3, preventing external dust, moisture and other impurities from entering the connection part, and also preventing lubricating oil leakage from the connection part. When the connecting seat 21 is connected to the wheel 3, the sealing ring 22 is compressed between the connecting seat 21 and the wheel 3, and its elastic deformation fills the gap between the two to form a seal.

[0065] The sealing ring 22 fills the gap between the connecting seat 21 and the wheel 3, and cooperates with the bolt connection of the connecting seat 21 to effectively prevent impurities from entering and avoid wear or jamming of the connection part due to the accumulation of impurities; at the same time, it prevents lubricating oil leakage and ensures the lubrication effect of the connection part.

[0066] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. An electronically controlled speed-regulating drive transmission bridge, characterized in that, include: Bridge shell (1); An output shaft (2) is disposed through the axle housing (1), and wheels (3) are connected to both ends of the output shaft (2). Speed ​​control component (4) is fixedly installed inside the bridge housing (1), and the power input end of the speed control component (4) is connected to the output shaft (2) for transmission.

2. The electronically controlled speed-regulating drive transmission bridge according to claim 1, characterized in that, The speed regulating component (4) includes: An input shaft (41) is disposed through the bridge housing (1); The first drive motor (42) is disposed on one end of the input shaft (41); A gear sleeve (43) is slidably sleeved on the input shaft (41). One end of the gear sleeve (43) is provided with a high-speed gear (431), and the other end of the gear sleeve (43) is provided with a low-speed gear (432). The first drive motor (42) can drive the gear sleeve (43) to slide on the input shaft (41). The first gear (44) is disposed on the output shaft (2), and the first gear (44) can slide and mesh with the high-speed gear (431) through the gear sleeve (43); The second gear (45) is disposed on the output shaft (2), and the second gear (45) can slide and mesh with the low-speed gear (432) through the gear sleeve (43).

3. The electronically controlled speed-regulating drive transmission bridge according to claim 2, characterized in that, The speed regulating component (4) also includes: Driven shaft (46) is disposed through the bridge housing (1); The second drive motor (47) is disposed on one end of the driven shaft (46); The first bevel gear (48) is sleeved on the input shaft (41), and the first bevel gear (48) is connected to the power output end of the second drive motor (47); The second bevel gear (49) meshes with the first bevel gear (48).

4. The electronically controlled speed-regulating drive transmission bridge according to claim 2, characterized in that, The gear sleeve (43) is provided with a shift fork (5). One end of the shift fork (5) moves the gear sleeve (43) along the input shaft (41). The other end of the shift fork (5) is fixed to the shift fork shaft by a shaft pin. The shift fork shaft passes through the bridge housing (1) and is hinged to the bridge housing (1).

5. The electronically controlled speed-regulating drive transmission bridge according to claim 1, characterized in that, The output shaft (2) is provided with connecting seats (21) at both ends, and the connecting seats (21) are used to connect the wheel (3) by bolts and nuts.

6. The electronically controlled speed-regulating drive transmission bridge according to claim 2, characterized in that, The input shaft (41) is connected to the bridge housing (1) by bearings and oil seals.

7. The electronically controlled speed-regulating drive transmission bridge according to claim 3, characterized in that, Both the first drive motor (42) and the second drive motor (47) are servo motors.

8. The electronically controlled speed-regulating drive transmission bridge according to claim 1, characterized in that, The axle housing (1) is detachably mounted on the frame by bolts and nuts.

9. The electronically controlled speed-regulating drive transmission bridge according to claim 5, characterized in that, A sealing ring (22) is provided on the connecting seat (21) of the output shaft (2).

Images