Commercial vehicle single motor dual drive axle configuration

Abstract

A kind of commercial vehicle single motor double drive axle configuration, including motor, middle axle, rear axle, middle axle reducer, rear axle reducer, clutch and transmission shaft, motor is vertically installed on the middle axle, the power output by the motor is transmitted to the middle axle by the middle axle reducer, another way is driven the rear axle by the rear axle reducer, clutch and transmission shaft.Single motor double drive axle configuration of the utility model, under normal circumstances, clutch is in closed state, double axle is driven simultaneously;But in the case of long distance uniform speed driving, downhill coasting, braking etc. only single axle can drive, clutch can be disconnected, to avoid the additional transmission friction loss of rear axle. Only one motor is needed to realize the relevant functions, and cost and weight have advantages.

Description

Technical Field

[0001] This utility model relates to the field of commercial vehicle drive axle technology, and more specifically to a single-motor dual-drive axle configuration for commercial vehicles. Background Technology

[0002] In the chassis drive system of 6×4 pure electric tractor vehicles, there are two drive axles, and the chassis power system generally has the following two major configurations.

[0003] One type is the direct drive system, such as Figure 1 As shown, the system includes a motor 1', a drive shaft 11', a middle axle 2', and a rear axle 3'. The power output from the motor 1' is reduced in speed and increased in torque by a transmission 4'. After passing through the drive shaft 11', it splits into two branches: one branch drives the middle axle 2' and the vehicle through the middle axle reduction mechanism 21', and the other branch drives the rear axle 3' through the rear axle reduction mechanism 31' and the second drive shaft 32', thus propelling the vehicle forward. This type of direct-drive system is the solution adopted by most automakers today. It is relatively mature and reliable, and requires less modification than a fuel-powered tractor. However, it also has problems such as a less compact space design (the motor and transmission completely occupy the internal space of the chassis) and greater weight.

[0004] Another configuration is the electric drive axle system, where one or two motors are directly mounted on the middle and rear axles, with no drive shaft connecting the two axles. Each axle can be controlled independently, solving the space constraints of direct drive systems. This results in a more compact structure and lighter weight. However, because both axles are driven independently, each requires at least two motors, each with its own matching three-phase power supply and motor controller, leading to higher costs and more complex control. Utility Model Content

[0005] This utility model provides a single-motor dual-drive axle configuration for commercial vehicles, aiming to solve the above-mentioned shortcomings of existing drive axle configurations for commercial vehicles.

[0006] The present invention adopts the following technical solution:

[0007] A single-motor dual-drive axle configuration for commercial vehicles includes a motor, a middle axle, a rear axle, a middle axle reducer, a rear axle reducer, a clutch, and a drive shaft. The motor is vertically mounted on the middle axle. The power output from the motor shaft is transmitted to the middle axle through the middle axle reducer, and to the rear axle through the rear axle reducer, the clutch, and the drive shaft.

[0008] In a preferred embodiment, the motor is vertically mounted at the front of the middle bridge.

[0009] In a preferred embodiment, the clutch is integrated on the middle axle, and the middle axle is connected to the rear axle via the clutch and a drive shaft.

[0010] In a preferred embodiment, the power output shaft of the motor is connected to a shifting mechanism, which selectively engages either a first gear set or a second gear set. The output end of the shifting mechanism is further divided into two paths, one of which is connected to the middle axle reducer and the other of which is connected to the rear axle reducer.

[0011] In a preferred embodiment, the aforementioned middle axle reducer adopts a single-stage parallel shaft reduction mechanism, a two-stage parallel shaft reduction mechanism, or a planetary gear reduction mechanism; the rear axle reducer adopts a single-stage parallel shaft reduction mechanism, a two-stage parallel shaft reduction mechanism, or a planetary gear reduction mechanism.

[0012] As can be seen from the above description of this utility model, compared with the prior art, this utility model has the following advantages:

[0013] 1. This utility model features a single motor mounted on the middle axle. The power output from the motor shaft is reduced in speed by the middle axle reducer before reaching the middle axle, and then transmitted to the rear axle via the rear axle reducer, clutch, and drive shaft. Under normal circumstances, the clutch is engaged, and both axles are driven simultaneously. However, in situations requiring only a single axle for long-distance constant-speed driving, downhill coasting, or braking, the clutch can be disengaged to prevent additional transmission friction losses on the rear axle. The entire system requires only one motor to achieve the desired functions, offering advantages in both cost and weight.

[0014] 2. The motor of this utility model is vertically installed at the front of the middle axle, eliminating the drive shaft of the middle axle, saving a lot of space in the vehicle chassis, making the design more compact and lighter.

[0015] 3. The integrated clutch of the middle axle of this utility model is connected to the rear axle through the drive shaft, which can enable the rear axle to be driven or followed according to the overall vehicle strategy, realizing more control possibilities. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure in the background art.

[0017] Figure 2 This is a schematic diagram of the structure of this utility model. Detailed Implementation

[0018] The specific embodiments of this utility model are described below with reference to the accompanying drawings. Many details are described below to provide a comprehensive understanding of this utility model; however, those skilled in the art can implement this utility model without these details. Well-known components, methods, and processes will not be described in detail below.

[0019] This embodiment provides a single-motor dual-drive axle configuration for a commercial vehicle, referring to... Figure 2It includes a motor 1, a middle axle 2, a rear axle 3, a middle axle reducer 21, a rear axle reducer 31, a clutch 32, and a drive shaft 33. The motor is vertically mounted on the middle axle.

[0020] Reference Figure 2 As a preferred embodiment, the aforementioned motor 1 is vertically mounted at the front of the middle axle 2. This mounting method eliminates the need for the drive shaft of the middle axle, significantly saving space in the vehicle chassis, resulting in a more compact design and lighter weight.

[0021] Reference Figure 2 The motor 1 is also equipped with a shifting mechanism 4 at the rear. Depending on the actual working conditions, the motor 1 can flexibly choose to mesh with the first gear set 41 or the second gear set 42, taking into account the best power and economy.

[0022] Reference Figure 2 The power output of the aforementioned shift mechanism 4 is further divided into two paths. One path transmits power to the middle axle 2 via the middle axle reducer 21, driving the entire vehicle. The other path drives the rear axle 3 via the rear axle reducer 31, clutch 32, and drive shaft 33. The clutch 32 is preferably integrated on the middle axle 2, and one end of the drive shaft 33 is connected to the clutch 32, while the other end is connected to the rear axle 3.

[0023] Under normal circumstances, clutch 32 is in the closed state, and both axles are driven simultaneously. However, in situations such as long-distance constant speed driving, downhill coasting, and braking, where only one axle can drive, clutch 32 can be disengaged to avoid additional transmission friction loss in the rear axle 3.

[0024] The intermediate axle reducer 21 and the rear axle reducer 32 between the motor 1 and the axle can be selected from single-stage, two-stage or other parallel shaft reduction mechanisms, or planetary gear or other reduction mechanisms, and are not limited to the reducer structure shown in the figure.

[0025] The above are merely specific embodiments of this utility model, but the design concept of this utility model is not limited thereto. Any non-substantial modifications made to this utility model using this concept shall be considered as an infringement of the protection scope of this utility model.

Claims

1. A single-motor dual-drive axle configuration for commercial vehicles, comprising a motor, a middle axle, a rear axle, a middle axle reducer, a rear axle reducer, a clutch, and a drive shaft, characterized in that: The motor is vertically mounted on the middle axle. The power output from the motor shaft is transmitted to the middle axle through the middle axle reducer in one direction, and to the rear axle through the rear axle reducer, clutch, and drive shaft in another direction.

2. The single-motor dual-drive axle configuration for commercial vehicles as described in claim 1, characterized in that: The motor is vertically mounted at the front of the middle bridge.

3. The single-motor dual-drive axle configuration for commercial vehicles as described in claim 1, characterized in that: The clutch is integrated on the middle axle, and the middle axle is connected to the rear axle via the clutch and the drive shaft.

4. A single-motor dual-drive axle configuration for commercial vehicles as described in claim 1, characterized in that: The motor's power output shaft is connected to a shifting mechanism, which selects to engage either the first gear set or the second gear set. The power output end of the shifting mechanism is then divided into two paths: one path connects to the middle axle reducer, and the other path connects to the rear axle reducer.

5. A single-motor dual-drive axle configuration for commercial vehicles as described in claim 1, characterized in that: The middle axle reducer adopts a single-stage parallel shaft reduction mechanism, a two-stage parallel shaft reduction mechanism, or a planetary gear reduction mechanism; the rear axle reducer adopts a single-stage parallel shaft reduction mechanism, a two-stage parallel shaft reduction mechanism, or a planetary gear reduction mechanism.

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