Distributed electric drive axle and bus

Abstract

The utility model discloses a kind of distributed electric drive bridge and bus, distributed electric drive bridge includes connecting bridge shell and two wheel edge drive axle respectively in the symmetry of connecting bridge shell The opposite ends are set;Each wheel edge drive axle includes connected wheel edge motor, wheel edge speed reducer, wheel end assembly, brake, tire and air bag;The axis of wheel edge motor, wheel edge speed reducer and wheel end assembly is collinear.The utility model can effectively avoid forming larger bridge package structure in central area.Then after distributing electric drive bridge is assembled to the vehicle body of whole vehicle, unnecessary step structure can be eliminated.This makes that seat in vehicle body can be arranged as far back as possible, help to increase the effective passenger space in vehicle.Wheel edge motor, wheel edge speed reducer and the axis of wheel end assembly are collinear, help the structure of single-sided wheel edge drive axle to be more compact and size is more reduced, to finally help significantly expand the arrangement space of vehicle body rear cabin.

Description

Technical Field

[0001] This utility model relates to the field of bus technology, specifically to a distributed electric drive axle and a bus. Background Technology

[0002] Currently, passenger traffic in urban public transportation is declining. Fewer and fewer passengers are using buses, resulting in increasingly higher empty bus rates. Simultaneously, due to tight budgets, the government's budget for purchasing vehicles is insufficient. Influenced by these factors, to adapt to these changes, the existing bus model structure is also evolving. Bus companies are looking to use lower-cost models with less significant capacity declines to meet their transport needs. This has led to a gradual trend towards smaller buses.

[0003] However, current miniaturization solutions on the market cannot fully meet the demand for transport capacity and the requirements for age-appropriate public transport. For example... Figure 1 As shown, the main problems are reflected in factors such as significantly reduced interior space, unsafe 300-degree steps inside the vehicle, and the lack of a dedicated area for people with disabilities. Utility Model Content

[0004] The main purpose of this invention is to propose a distributed electric drive axle and a bus, aiming to provide a bus miniaturization solution that better meets the needs of transportation capacity and the requirements of aging buses.

[0005] To achieve the above objectives, this utility model proposes a distributed electric drive axle, comprising a connecting axle housing and two wheel-side drive axles symmetrically arranged at opposite ends of the connecting axle housing.

[0006] Each of the wheel-side drive axles includes a wheel-side motor, a wheel-side reducer, a wheel-end assembly, a brake, a tire, and an airbag connected in series.

[0007] The axes of the wheel-side motor, the wheel-side reducer, and the wheel end assembly are collinear.

[0008] Optionally, the wheel-side motor is a disc motor; and / or,

[0009] The wheel-side reducer is a single-stage low-ratio planetary gear reducer.

[0010] Optionally, the wheel-side motor and the wheel-side reducer are pre-installed as a whole through the housing.

[0011] Optionally, the wheel end assembly and the connecting axle housing are detachably connected after being separated.

[0012] Optionally, the connecting axle housing is made of a rigid material, and the connecting axle housing extends in a plate shape on the radial bottom side of the wheel-side drive axle.

[0013] Optionally, the tire is configured as a single tire.

[0014] In addition, to achieve the above objectives, this utility model also provides a bus, including a vehicle body and a distributed electric drive axle as described above.

[0015] Optionally, the distributed electric drive axle is located near the rear end of the vehicle body.

[0016] Optionally, the vehicle body includes a floor plate and a rear end shell plate erected at the rear end of the floor plate;

[0017] The base plate has a partial bulge at the location adjacent to the rear shell plate to form a boss, and the front part of the boss is partially recessed to form a stepped surface for the assembly of the rear seats. The boss defines an assembly cavity for the installation of the distributed electric drive axle.

[0018] The remaining portion of the base plate extends forward in a straight line.

[0019] Optionally, the bus also includes at least one sensor and an electronic differential;

[0020] The electronic differential is electrically connected to each of the sensors and the distributed electric drive axle, so as to adjust the actual wheel speed of each tire in the distributed electric drive axle according to the sensing data obtained by each of the sensors.

[0021] The technical solution provided by this utility model adopts a distributed wheel-side drive, which, compared with the centrally integrated drive design of the prior art, effectively avoids the formation of a large axle structure in the central area. Furthermore, after assembling the distributed electric drive axle into the vehicle body, unnecessary step structures can be eliminated. This allows the seats in the vehicle body to be arranged as far back as possible, helping to increase the effective passenger space inside the vehicle. In addition, in the single-sided wheel-side drive axle, the axes of the wheel-side motor, wheel-side reducer, and wheel-end assembly are collinear, ensuring alignment along the axis. This contributes to a more compact structure and smaller size for the single-sided wheel-side drive axle, ultimately significantly expanding the rear cabin space. Additionally, through reasonable weight distribution and adjustment of the center of gravity position, the entire vehicle exhibits better stability. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the interior space of a bus in the prior art;

[0024] Figure 2 A schematic diagram of an embodiment of the bus provided by this utility model;

[0025] Figure 3 for Figure 1 A schematic diagram of the interior space of a medium-sized bus;

[0026] Figure 4 for Figure 3 A three-dimensional schematic diagram of a distributed electric drive bridge;

[0027] Figure 5 for Figure 4 A three-dimensional schematic diagram of the main structure of the distributed electric drive bridge from a first-person perspective;

[0028] Figure 6 for Figure 4 A three-dimensional schematic diagram of the main structure of the distributed electric drive bridge from a second-view perspective;

[0029] Figure 7 for Figure 6 Exploded view of the main structure of the distributed electric drive bridge;

[0030] Figure 8 for Figure 4 A schematic diagram of the axial cross-section of the single-sided wheel-side drive axle and part of the connecting axle housing;

[0031] Figure 9 This is a schematic diagram of the control topology of an embodiment of the electronic differential provided by this utility model.

[0032] Explanation of icon numbers:

[0033] 100 Body; 110 Floor plate; 111 Boss; 112 Step surface; 120 Rear end shell; 200 Distributed electric drive axle; 210 Connecting axle housing; 220 Wheel-side drive axle; 221 Wheel-side motor; 222 Wheel-side reducer; 223 Wheel end assembly; 224 Brake; 225 Tire; 226 Airbag.

[0034] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0035] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0036] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0037] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0038] Please see Figures 1 to 8 This utility model provides a distributed electric drive axle 200. This distributed electric drive axle 200 can be applied to buses. Furthermore, this distributed electric drive axle 200 is mainly used as the rear drive axle of buses.

[0039] Please refer to the specific details. Figures 4 to 8 The distributed electric drive axle 200 includes a connecting axle housing 210 and two wheel-side drive axles 220 symmetrically arranged at opposite ends of the connecting axle housing 210.

[0040] Each wheel-side drive axle 220 includes a connected wheel-side motor 221, a wheel-side reducer 222, a wheel end assembly 223, a brake 224, a tire 225, and an airbag 226.

[0041] Among them, the axis T of the wheel-side motor 221, the wheel-side reducer 222 and the wheel end assembly 223 are collinear.

[0042] The technical solution provided by this utility model adopts a distributed wheel-side drive, which, compared with the centrally integrated drive design of the prior art, can effectively avoid the formation of a large axle structure in the central area. Furthermore, after assembling the distributed electric drive axle 200 into the vehicle body 100, unnecessary step structures can be eliminated. This allows the seats inside the vehicle body 100 to be arranged as far back as possible, helping to increase the effective passenger space inside the vehicle.

[0043] Furthermore, in the single-sided wheel-side drive axle 220, the wheel-side motor 221, wheel-side reducer 222, and wheel-end assembly 223 are collinear. This ensures that the wheel-side motor 221, wheel-side reducer 222, and wheel-end assembly 223 are aligned along axis T. This contributes to a more compact structure and smaller size for the single-sided wheel-side drive axle 220, ultimately contributing to a significant increase in the rear compartment space of the vehicle body 100. Additionally, through reasonable weight distribution and adjustment of the center of gravity, the vehicle achieves better overall stability.

[0044] In practical applications, the connecting axle housing 210 generally extends elongated along the width of the vehicle. Two wheel-side drive axles 220 are positioned on opposite sides of the connecting axle housing 210 along its length. Generally, the two wheel-side axle housings are symmetrically arranged about the length center of the connecting axle housing 210.

[0045] For single-sided wheel-side electric drive axles, the following settings should be followed.

[0046] In a specific application, the wheel-side motor 221 can be optionally configured as a disc motor. The magnetic field of a disc motor is distributed axially. Therefore, a disc motor is also known as an axial flux motor. The stator and rotor of a disc motor are arranged in parallel disc shape. Therefore, disc motors have the characteristics of axial flatness, light weight, and high power density. Disc motors also have the advantage of low-speed, high-torque operation.

[0047] After applying a disc motor to a single-sided wheel-side drive axle 220, the relatively small axial dimension of the disc motor helps to greatly reduce the axial dimension of the single-sided wheel-side drive axle 220 (that is, the dimension in the width direction of the whole vehicle), and makes the distance between the two wheel-side motors 221 larger.

[0048] Furthermore, the wheel-side reducer 222 can be specifically configured as a single-stage low-ratio planetary gear reducer, which can bring the power end of the single-sided wheel-side drive axle 220 as close as possible to the wheel end on the same side, making it easier to realize the structural design of distributed wheel-side drive and meet the requirements of age-friendly buses.

[0049] Combining the aforementioned scheme where the wheel-side motors 221 are disc motors, the spacing between the two wheel-side motors 221 on both sides in this embodiment is maximized, and the center of gravity of the entire axle is positioned as low as possible. This is particularly beneficial in the design and installation of buses with short rear overhangs and flat floors, such as those around 7 meters long. It helps to fully utilize the larger central and rear overhang areas of the distributed electric drive axle 200, allowing for a more rational arrangement of the chassis and other components of the vehicle body 100, achieving a reasonable weight distribution and adjustment of the center of gravity, and ensuring better overall vehicle stability.

[0050] The wheel-side motor 221 and wheel-side reducer 222 can be sequentially installed into the corresponding wheel-side drive axle 220 after being formed separately. Alternatively, in a specific application, the wheel-side motor 221 and wheel-side reducer 222 can be pre-installed as a whole through a housing. That is, the main structure of the wheel-side motor 221 and the main mechanism of the wheel-side reducer 222 are pre-installed into a complete module through a housing. In this process, the axis T of the wheel-side motor 221 and the axis T of the wheel-side reducer 222 can be ensured to be substantially collinear by any means. Then, the entire module can be installed into the wheel-side drive axle 220.

[0051] like Figures 5 to 8 As shown, in one embodiment, the wheel end assembly 223 and the connecting axle housing 210 are detachably connected after being separately installed. That is, the distributed electric drive axle 200 in this embodiment is a segmented electric drive axle. Compared with the existing design of an integrated electric drive axle, the segmented design in this embodiment makes the structural arrangement of the distributed electric drive axle 200 more flexible and adaptable. It can be combined more flexibly and diversely according to the vehicle requirements and configurations of different customers, increasing its versatility.

[0052] Furthermore, since the two wheel-side drive axles 220 and the connecting axle housing 210 are separate components, the connecting axle housing 210 is smaller in size compared to a traditional one-piece axle housing. Moreover, when the connecting axle housing 210 is made of a rigid material, it offers superior casting and machining performance, contributing to improved molding stability and structural strength.

[0053] The connecting axle housing 210 extends in a plate shape on the radial bottom side of the wheel-side drive axle 220. That is, after being assembled into the vehicle, it is positioned closer to the bottom of the vehicle body 100, which helps to further lower the center of gravity of the distributed electric drive axle 200 and reserve more empty space in the central area of ​​the distributed electric drive axle 200.

[0054] Furthermore, tire 225 mentioned above is configured as a single tire. This results in tire 225 having a smaller axial dimension. For example... Figure 4As shown, the distributed drive axle is connected to the chassis via the suspension. The chassis is adapted to the structure of tire 225, and wheel covers are installed within the body 100. By setting tire 225 to a single tire, the size of the wheel covers can be significantly reduced, achieving a completely flat floor structure and freeing up interior space.

[0055] Based on one or more of the above embodiments, please refer to... Figures 1 to 4 When installing the distributed electric drive axle 200 inside the bus body 100, the distributed electric drive axle 200 is positioned close to the rear end of the body 100. That is, the distributed electric drive axle 200 is positioned as far back as possible within the body 100. This helps to increase the rear cabin layout space, allowing the seats to be moved further back, thus increasing the effective passenger space inside the vehicle.

[0056] Specifically, in one embodiment, the vehicle body 100 includes a floor plate 110 and a rear end shell plate 120 erected at the rear end of the floor plate 110. The floor plate 110 has a partially raised boss 111 adjacent to the rear end shell plate 120. The forward portion of the boss 111 is partially recessed, forming a stepped surface 112 for mounting a rear seat. The boss 111 defines a mounting cavity. The mounting cavity is for mounting a distributed electric drive axle 200. The remaining portion of the floor plate 110 extends forward in a straight line.

[0057] For example Figure 1 As shown, the existing technology employs an integrated electric drive axle chassis and a dual-tire design, which necessitates raising the seats, resulting in a 300mm step in the last row. The dual-tire structure also thickens the rear compartment, increasing the amount of unused interior space.

[0058] This application reduces the wheel well size of the distributed electric drive axle 200, allowing the seats inside the vehicle body 100 to be moved rearward to the rear windshield area on the rear shell. This significantly reduces the thickness of the rear compartment and rear bulkhead, increasing the interior space. Furthermore, this application lowers the center height of the entire drive system, including the distributed electric drive axle 200. This allows the last row of seats to be placed on the step surface 112. The remaining floor extends flat, achieving a completely flat floor structure, maximizing vehicle safety and ensuring passenger safety. With the same vehicle length, by adopting the distributed electric drive axle 200 provided in this application, at least one more row of seats can be configured in the bus compared to conventional models, increasing the effective utilization of interior space.

[0059] Furthermore, based on one or more of the above embodiments, the bus further includes at least one sensor and an electronic differential. The differential is electrically connected to each sensor and the distributed electric drive axle 200 respectively, so as to adjust the actual wheel speed of each tire 225 in the distributed electric drive axle 200 according to the sensing data obtained by each sensor.

[0060] Electronic differential, for example Figure 9 As shown, it will form a gateway link with the VCU through the vehicle's CAN network, which can distribute the torque of the left and right wheels to achieve functions such as differential and anti-slip.

[0061] For example, an electronic differential monitors data such as vehicle speed, steering angle, and yaw angle using sensors installed in the vehicle, and calculates the actual wheel speed based on this data, thereby obtaining the speed difference between each wheel.

[0062] Especially when a bus turns or one wheel slips, the electronic differential adjusts the speed difference between the wheels by controlling the braking force and driving torque of the wheels, thereby maintaining vehicle stability. In contrast, the traditional electric drive axle, as mentioned above, retains a traditional mechanical differential, which cannot perform drive and braking anti-slip functions, including vehicle stability control. Its control mechanism differs significantly from the distributed drive axle combined with the electronic differential in this application.

[0063] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the inventive concept of the present utility model using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A distributed electric drive bridge, characterized in that, It includes a connecting axle housing and two wheel-side drive axles symmetrically arranged at opposite ends of the connecting axle housing; Each of the wheel-side drive axles includes a wheel-side motor, a wheel-side reducer, a wheel-end assembly, a brake, a tire, and an airbag connected in series. The axes of the wheel-side motor, the wheel-side reducer, and the wheel end assembly are collinear.

2. The distributed electric drive bridge as described in claim 1, characterized in that, The wheel-side motor is a disc motor; and / or, The wheel-side reducer is a single-stage low-ratio planetary gear reducer.

3. The distributed electric drive bridge as described in claim 2, characterized in that, The wheel-side motor and the wheel-side reducer are pre-installed as a whole through the housing.

4. The distributed electric drive bridge as described in claim 1, characterized in that, The wheel end assembly and the connecting axle housing are detachably connected after being separated.

5. The distributed electric drive bridge as described in claim 1, characterized in that, The connecting axle housing is made of a rigid material and extends in a plate shape on the radial bottom side of the wheel-side drive axle.

6. The distributed electric drive bridge as described in claim 1, characterized in that, The tire is configured as a single tire.

7. A bus, characterized in that, Includes the vehicle body and the distributed electric drive axle as described in any one of claims 1 to 6.

8. The bus as described in claim 7, characterized in that, The distributed electric drive axle is located near the rear end of the vehicle body.

9. The bus as described in claim 7, characterized in that, The vehicle body includes a floor plate and a rear shell plate erected at the rear end of the floor plate; The base plate has a partial bulge at the location adjacent to the rear shell plate to form a boss, and the front part of the boss is partially recessed to form a stepped surface for the assembly of the rear seats. The boss defines an assembly cavity for the installation of the distributed electric drive axle. The remaining portion of the base plate extends forward in a straight line.

10. The bus as described in claim 7, characterized in that, The bus also includes at least one sensor and an electronic differential. The electronic differential is electrically connected to each of the sensors and the distributed electric drive axle, so as to adjust the actual wheel speed of each tire in the distributed electric drive axle according to the sensing data obtained by each of the sensors.

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