A drive system for an electrically driven axle

Abstract

The utility model provides a kind of transmission system of electric drive axle, including first motor, second motor, differential and variable speed system, variable speed system includes intermediate shaft, main shaft, first gear pair, second gear pair, third transmission gear, fourth transmission gear, first shift mechanism and planetary reduction gear ware, planetary reduction gear ware includes sun gear, planetary gear and gear ring, third transmission gear is connected on intermediate shaft, fourth transmission gear and sun gear are installed on main shaft.Two motors are rotated by respective gear pair to drive intermediate shaft respectively, third transmission gear and fourth transmission gear are engaged, and the output half shaft of differential is coaxial line arrangement and passes through main shaft.Power transmission and speed regulation of different gears are realized by the synergistic effect of two motors and variable speed system, differential, meet the power demand of vehicle under different driving conditions, while differential and planetary reduction gear ware are coaxial arrangement, reduce the radial dimension of output end while ensuring output torque.

Description

Technical Field

[0001] This utility model belongs to the field of electric drive axle technology, and specifically relates to a transmission system for an electric drive axle. Background Technology

[0002] With the continuous development of the automotive industry, electric drive axle transmission systems are being used more and more widely in vehicles. However, existing electric drive axle transmission systems have some problems that need to be improved.

[0003] In existing electric drive axle transmission systems, the radial dimension of the vehicle's torque output end is relatively large. This issue brings several disadvantages. On the one hand, a larger radial dimension increases the vehicle's chassis height, thus affecting its passability and driving stability, especially for models with high requirements for off-road capability, such as SUVs, limiting their ability to navigate complex road conditions. On the other hand, an excessively large radial dimension at the torque output end leads to an unsatisfactory overall weight distribution, affecting the vehicle's handling performance and weakening its stability at high speeds or during cornering.

[0004] Furthermore, during the design and manufacturing process, larger radial dimensions can restrict the vehicle's layout, reduce the utilization of interior space, and limit automakers' ability to optimize the design of the vehicle's interior space.

[0005] Therefore, how to reduce the radial dimension of the torque output end in the electric drive axle transmission system has become an urgent problem to be solved in the current automotive technology field. Utility Model Content

[0006] The purpose of this invention is to provide a transmission system for an electric drive axle that reduces the radial dimension of the output end while ensuring output torque.

[0007] To solve the above-mentioned technical problems, this utility model provides a transmission system for an electric drive axle, including a first motor, a second motor, a differential, and a transmission system;

[0008] The transmission system includes an intermediate shaft, a main shaft, a first gear pair, a second gear pair, a third transmission gear, a fourth transmission gear, a first shifting mechanism, and a planetary reducer. The planetary reducer includes a sun gear, planet gears, and a ring gear that mesh sequentially. The third transmission gear is connected to the intermediate shaft, and the fourth transmission gear and the sun gear are mounted on the main shaft.

[0009] The first motor and the second motor drive the intermediate shaft to rotate through the first gear pair and the second gear pair respectively. The third transmission gear and the fourth transmission gear mesh. One output half shaft of the differential passes through the main shaft and is coaxially arranged.

[0010] The first gear shifting mechanism can switch between neutral, first gear and second gear. When the first gear shifting mechanism is in neutral, only the first motor is started and drives the first gear pair to rotate. When the first gear shifting mechanism is in first gear, the output ends of the first motor and the second motor are connected and jointly drive the first gear pair to rotate. When the first gear shifting mechanism is in second gear, the first motor and the second motor drive the first gear pair and the second gear pair to rotate respectively.

[0011] Optionally, in the transmission system of the above-mentioned electric drive axle, the planetary reduction gear further includes a housing and a planet carrier, the transmission system further includes a second shifting mechanism, and the planetary gears and the planet carrier are connected to the input end of the differential;

[0012] The second gear shifting mechanism can switch between first gear and second gear. When the second gear shifting mechanism is in first gear, the gear ring is fixed to the housing. When the second gear shifting mechanism is in second gear, the gear ring is fixed to the planetary carrier.

[0013] Optionally, in the transmission system of the aforementioned electric drive axle, the planetary carrier is connected to the input shaft of the differential.

[0014] Optionally, in the transmission system of the above-mentioned electric drive axle, an input gear segment is provided on the planetary carrier, and the input gear segment meshes with the gear on the input shaft of the differential.

[0015] Optionally, in the transmission system of the above-mentioned electric drive axle, the intermediate shaft, the main shaft, and the output shaft of the first motor are arranged in parallel.

[0016] Optionally, in the above-mentioned electric drive axle transmission system, the output shaft of the first motor and the output shaft of the second motor are coaxial.

[0017] Optionally, in the transmission system of the above-mentioned electric drive axle, the first gear pair includes a first main drive input gear disposed on the output shaft of the first motor and a first transmission gear disposed on the intermediate shaft, and the second gear pair includes a second main drive input gear disposed on the output shaft of the second motor and a second transmission gear disposed on the intermediate shaft.

[0018] Optionally, in the transmission system of the above-mentioned electric drive axle, the diameter of the fourth transmission gear is equal to the diameter of the sun gear;

[0019] And / or, the diameter of the first main drive input gear is smaller than the diameter of the second main drive input gear;

[0020] And / or, the diameters of the first transmission gear, the second transmission gear, and the third transmission gear decrease sequentially.

[0021] Optionally, in the transmission system of the aforementioned electric drive axle, the output end of the differential is connected to the left and right wheels respectively through the first output half-shaft and the second output half-shaft.

[0022] Optionally, in the above-mentioned electric drive axle transmission system, the first motor and the second motor are arranged on both sides of the input end of the differential.

[0023] This utility model provides a transmission system for an electric drive axle, the advantages of which are:

[0024] 1. Through the coordinated action of two motors, the transmission system, and the differential, multiple gear shifts can be achieved, thereby realizing power transmission and speed adjustment at different gears, meeting the power requirements of the vehicle under different driving conditions, and improving the overall performance and driving experience of the vehicle.

[0025] 2. The coaxial arrangement of the differential and planetary reduction gears reduces the radial dimension of the output end while ensuring output torque. Attached Figure Description

[0026] 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 embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0027] Figure 1 A schematic diagram of a transmission system for an electric drive axle provided in an embodiment of this utility model;

[0028] Figure 2 A connection diagram of the first motor, the second motor, and the first shifting mechanism provided for an embodiment of this utility model;

[0029] Figure 3 A schematic diagram of the intermediate shaft and the gear disposed thereon provided in an embodiment of this utility model;

[0030] Figure 4 This is a schematic diagram showing the connection between the differential and the planetary gear reducer provided in an embodiment of the present invention.

[0031] In the image above:

[0032] 110 - First Motor;

[0033] 120 - Second motor;

[0034] 200 - First gear shift mechanism;

[0035] 300 - Second gear shift mechanism;

[0036] 400-Differential;

[0037] Z1 - First main drive input gear;

[0038] Z2 - First transmission gear;

[0039] Z3 - Second main drive input gear;

[0040] Z4 - Second transmission gear;

[0041] Z5 - Third transmission gear;

[0042] Z6 - Fourth transmission gear;

[0043] Z7 - Sun Gear;

[0044] Z8 - Planetary Gear;

[0045] Z9-Gear Ring;

[0046] T1 - Intermediate shaft;

[0047] T2 - Spindle;

[0048] T3 - First output half-shaft;

[0049] T4 - Second output half-shaft;

[0050] C11 - First grade;

[0051] C12 - Second Gear;

[0052] C21 - Enclosure;

[0053] C22-Planet Carrier. Detailed Implementation

[0054] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0055] The core of this invention is to provide a transmission system for an electric drive axle that reduces the radial dimension of the output end while ensuring output torque.

[0056] To enable those skilled in the art to better understand the technical solutions provided by this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0057] For details, please refer to Figures 1-4The present invention provides a transmission system for an electric drive axle, comprising: a first motor 110, a second motor 120, a differential 400, and a transmission system.

[0058] The transmission system includes an intermediate shaft T1, a main shaft T2, a first gear pair, a second gear pair, a third transmission gear Z5, a fourth transmission gear Z6, a first shifting mechanism 200, and a planetary reducer. The planetary reducer includes a sun gear Z7, planet gears Z8, and a ring gear Z9. The sun gear Z7 meshes with the ring gear Z9 through the planet gears Z8. The third transmission gear Z5 is connected to the intermediate shaft T1, and the fourth transmission gear Z6 and the sun gear Z7 are mounted on the main shaft T2.

[0059] The first motor 110 and the second motor 120 drive the intermediate shaft T1 to rotate through the first gear pair and the second gear pair respectively. The third transmission gear Z5 and the fourth transmission gear Z6 mesh. One output half shaft of the differential 400 passes through the main shaft T2 and is coaxially arranged, thereby realizing the coaxial arrangement of the differential 400 and the planetary reducer.

[0060] The first gear shifting mechanism 200 can switch between neutral, first gear C11 and second gear C12.

[0061] For example, when the vehicle is unloaded, the first motor 110 alone can meet the driving requirements, and the second motor 120 can be stopped. The electric drive axle can be regarded as a single-motor two-speed transmission, reducing energy consumption. At this time, the first shifting mechanism 200 is in neutral, only the first motor 110 is started, the second motor 120 is stopped, the first motor 110 drives the first gear pair to rotate, and the power of the first motor 110 is sequentially transmitted to the first gear pair, the third transmission gear Z5, the fourth transmission gear Z6, the sun gear Z7, the planetary gear Z8, and the ring gear Z9.

[0062] When the first shifting mechanism 200 is in first gear C11, the output ends of the first motor 110 and the second motor 120 are connected, jointly driving the first gear pair to rotate. The first motor 110 and the second motor 120 achieve power convergence in the first gear pair, and then the power is sequentially transmitted to the third transmission gear Z5, the fourth transmission gear Z6, the sun gear Z7, the planet gear Z8 and the ring gear Z9.

[0063] When the first shift mechanism 200 is in second gear (C12), the first motor 110 and the second motor 120 drive the first gear pair and the second gear pair to rotate, respectively. Power is then sequentially transmitted to the third transmission gear Z5, the fourth transmission gear Z6, the sun gear Z7, the planetary gears Z8, and the ring gear Z9. This achieves power transmission and speed adjustment at different gear positions, meeting the vehicle's power requirements under different driving conditions and improving the overall performance and driving experience of the vehicle.

[0064] Compared with existing technologies, the electric drive axle transmission system of this utility model, through the coordinated action of two motors, the transmission system, and the differential 400, can achieve multiple gear shifts, enabling the vehicle to freely switch between different torque demand scenarios, thus improving the vehicle's power performance and speed adjustment flexibility. Simultaneously, the coaxial arrangement of the differential 400 and the planetary reduction gear integrates the planetary reduction gear with the differential 400, reducing the radial dimension of the output end while ensuring output torque, thereby increasing the vehicle's ground clearance and reducing the axle package size, among other advantages.

[0065] In a specific embodiment, such as Figure 4 As shown, the planetary reduction gear also includes a housing C21 and a planet carrier C22. The transmission system also includes a second shift mechanism 300. The planetary gears Z8 and the planet carrier C22 are connected to the input end of the differential 400. In one embodiment, the planet carrier C22 can be directly connected to the input shaft of the differential 400. The planet carrier C22 serves as the input end of the differential 400 and is connected to the input shaft via a spline or other connection method. The input shaft transmits power to the planet carrier C22, which then drives the planetary gears Z8 to rotate. In another embodiment, the planet carrier C22 is equipped with an input gear segment that meshes with the gear on the input shaft of the differential 400, thereby transmitting power to the planet carrier C22.

[0066] The second gear shifting mechanism 300 can switch between first gear and second gear.

[0067] When the second shift mechanism 300 is in first gear, the gear ring Z9 is fixed to the housing C21 and cannot rotate. When the sun gear Z7 drives the planet gear Z8 to rotate, the planet gear Z8 can only rotate on its own axis and cannot revolve around the sun. At this time, the speed ratio on the gear ring Z9 side is the maximum.

[0068] When the second shift mechanism 300 is in second gear, the ring gear Z9 is fixed to the planet carrier C22. The ring gear Z9 and the planet carrier C22 in the planetary gear set form a whole. The speed of the sun gear Z7 is equal to the speed of the planet carrier C22. At this time, the speed of the sun gear Z7 is directly transmitted to the planet carrier C22. The planet gear Z8 has no relative movement in the ring gear Z9. At this time, the ring gear Z9 is equivalent to a direct drive (speed ratio is 1).

[0069] In this embodiment, two sets of shifting mechanisms are respectively arranged at the primary parallel shaft reduction end and the planetary reduction end between the two drive motors. Each transmission route corresponds to a different transmission ratio, allowing for the switching of multiple gears.

[0070] like Figure 2As shown, when the first shift mechanism 200 is in neutral, and only the first motor 110 meets the drive requirements, the second motor 120 can be stopped. The electric drive axle's transmission system can then be considered a single-motor two-speed transmission, reducing energy consumption. Simultaneously, when the second shift mechanism 300 switches the gear ring Z9 with the housing C21 or planetary carrier C22 and requires increased input power, the second motor 120 can be speed-adjusted, engaging first gear C11 or second gear C12. This achieves uninterrupted power increase, allowing for rapid integration of dual-motor power when the vehicle needs to accelerate quickly, overtake, or experience sudden load changes such as starting fully loaded or towing heavy loads.

[0071] In a specific embodiment, the intermediate shaft T1, the main shaft T2, and the output shaft of the first motor 110 are arranged in parallel. The transmission route of this scheme consists of two parallel shafts (i.e., the output shafts of the first motor 110 and the second motor 120 and the intermediate shaft T1) and a planetary reduction gear (i.e., the main shaft T2).

[0072] This configuration optimizes the layout, reduces the overall size of the transmission system, improves space utilization, and facilitates the installation and integration of the entire electric drive axle transmission system within the limited space of the vehicle chassis, making the overall vehicle design more compact and efficient. On the other hand, it simplifies the transmission path, enabling gears and other transmission components to transmit power via a shorter path, reducing energy loss during transmission and improving transmission efficiency.

[0073] Similarly, in order to optimize the layout, the output shafts of the first motor 110 and the second motor 120 are set on the same axis.

[0074] In a specific embodiment, the first gear pair includes a first main drive input gear Z1 disposed on the output shaft of the first motor 110 and a first transmission gear Z2 disposed on the intermediate shaft T1, and the second gear pair includes a second main drive input gear Z3 disposed on the output shaft of the second motor 120 and a second transmission gear Z4 disposed on the intermediate shaft T1. Figure 3 As shown, the first transmission gear Z2, the second transmission gear Z4 and the third transmission gear Z5 are sequentially connected to the intermediate shaft T1, and the fourth transmission gear Z6 and the sun gear Z7 are mounted on the main shaft T2.

[0075] Specifically, the output shaft of the first motor 110 meshes with the first transmission gear Z2 through the first main drive input gear Z1, the output shaft of the second motor 120 meshes with the second transmission gear Z4 through the second main drive input gear Z3, the third transmission gear Z5 meshes with the fourth transmission gear Z6, and the sun gear Z7 meshes with the planet gear Z8 and the ring gear Z9.

[0076] To achieve different transmission ratios and meet various speed requirements, the diameter of the fourth transmission gear Z6 is approximately the same as that of the sun gear Z7. The diameter of the first main drive input gear Z1 is smaller than that of the second main drive input gear Z3. The diameters of the first transmission gear Z2, the second transmission gear Z4, and the third transmission gear Z5 decrease sequentially.

[0077] In mechanical transmission systems, gears of different diameters can achieve different transmission ratios. Gear sets with progressively decreasing diameters can provide various combinations of speed and torque output according to vehicle driving conditions or the operational requirements of mechanical devices. By rationally selecting gears of different diameters based on the output characteristics of the power source to match load requirements, the efficiency and performance of power transmission can be optimized.

[0078] In a specific embodiment, the output end of the differential 400 is connected to the left and right wheels respectively via a first output half-shaft T3 and a second output half-shaft T4. The second output half-shaft T4 is rotatably fitted inside the main shaft T2. The reasonable layout of the differential 400 ensures the stability of the vehicle under different driving conditions.

[0079] The first motor 110 and the second motor 120 are arranged on both sides of the input end of the differential 400. On the one hand, this allows for a more even distribution of the vehicle's center of gravity, which helps improve the vehicle's stability and handling during driving, and reduces the risk of body roll and fishtailing during cornering, lane changing, or emergency braking. On the other hand, it allows for a more compact layout of the powertrain in the vehicle, with the two motors and the differential forming a relatively compact unit, facilitating installation and arrangement within the limited space of the vehicle chassis.

[0080] In the description of this application, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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 application.

[0081] In the description of this application, "multiple" means two or more. If "first" or "second" is mentioned, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0082] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0083] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more.

[0084] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0085] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0086] This article uses specific examples to illustrate the principles and implementation methods of this utility model. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principles of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. A transmission system for an electric drive axle, characterized in that, It includes a first motor (110), a second motor (120), a differential (400), and a transmission system; The transmission system includes an intermediate shaft (T1), a main shaft (T2), a first gear pair, a second gear pair, a third transmission gear (Z5), a fourth transmission gear (Z6), a first shifting mechanism (200), and a planetary reducer. The planetary reducer includes a sun gear (Z7), planet gears (Z8), and a ring gear (Z9) meshing in sequence. The third transmission gear (Z5) is connected to the intermediate shaft (T1), and the fourth transmission gear (Z6) and the sun gear (Z7) are mounted on the main shaft (T2). The first motor (110) and the second motor (120) drive the intermediate shaft (T1) to rotate through the first gear pair and the second gear pair respectively. The third transmission gear (Z5) and the fourth transmission gear (Z6) mesh. One output half shaft of the differential (400) passes through the main shaft (T2) and is coaxially arranged. The first shift mechanism (200) can switch between neutral, first gear and second gear. When the first shift mechanism (200) is in neutral, only the first motor (110) is started to drive the first gear pair to rotate. When the first shift mechanism (200) is in first gear, the output ends of the first motor (110) and the second motor (120) are connected to drive the first gear pair to rotate together. When the first shift mechanism (200) is in second gear, the first motor (110) and the second motor (120) drive the first gear pair and the second gear pair to rotate respectively.

2. The transmission system of the electric drive axle according to claim 1, characterized in that, The planetary reduction gear also includes a housing (C21) and a planet carrier (C22), and the transmission system also includes a second shift mechanism (300). The planetary gears (Z8) and the planet carrier (C22) are connected to the input end of the differential (400). The second shift mechanism (300) can switch between first gear and second gear. When the second shift mechanism (300) is in first gear, the gear ring (Z9) is fixed to the housing (C21); when the second shift mechanism (300) is in second gear, the gear ring (Z9) is fixed to the planetary carrier (C22).

3. The transmission system of the electric drive axle according to claim 2, characterized in that, The planetary carrier (C22) is connected to the input shaft of the differential (400).

4. The transmission system of the electric drive axle according to claim 2, characterized in that, The planetary carrier (C22) is provided with an input gear segment, which meshes with a gear on the input shaft of the differential (400).

5. The transmission system of the electric drive axle according to claim 1, characterized in that, The intermediate shaft (T1), the main shaft (T2), and the output shaft of the first motor (110) are arranged in parallel.

6. The transmission system of the electric drive axle according to claim 1, characterized in that, The output shaft of the first motor (110) and the output shaft of the second motor (120) are coaxial.

7. The transmission system of the electric drive axle according to claim 1, characterized in that, The first gear pair includes a first main drive input gear (Z1) disposed on the output shaft of the first motor (110) and a first transmission gear (Z2) disposed on the intermediate shaft (T1). The second gear pair includes a second main drive input gear (Z3) disposed on the output shaft of the second motor (120) and a second transmission gear (Z4) disposed on the intermediate shaft (T1).

8. The transmission system of the electric drive axle according to claim 7, characterized in that, The diameter of the fourth transmission gear (Z6) is equal to the diameter of the sun gear (Z7); And / or, the diameter of the first main drive input gear (Z1) is smaller than the diameter of the second main drive input gear (Z3); And / or, the diameters of the first transmission gear (Z2), the second transmission gear (Z4), and the third transmission gear (Z5) decrease sequentially.

9. The transmission system of the electric drive axle according to claim 1, characterized in that, The output end of the differential (400) is connected to the left and right wheels respectively through the first output half shaft (T3) and the second output half shaft (T4).

10. The transmission system of the electric drive axle according to claim 1, characterized in that, The first motor (110) and the second motor (120) are arranged on both sides of the input end of the differential (400).

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