CN117656702B - Electric drive axle for commercial vehicle - Google Patents
Electric drive axle for commercial vehicle Download PDFInfo
- Publication number
- CN117656702B CN117656702B CN202410133978.9A CN202410133978A CN117656702B CN 117656702 B CN117656702 B CN 117656702B CN 202410133978 A CN202410133978 A CN 202410133978A CN 117656702 B CN117656702 B CN 117656702B
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- 230000005540 biological transmission Effects 0.000 claims abstract description 187
- 238000010276 construction Methods 0.000 claims 2
- 208000032369 Primary transmission Diseases 0.000 description 27
- 208000032370 Secondary transmission Diseases 0.000 description 20
- 239000003638 chemical reducing agent Substances 0.000 description 6
- 230000000149 penetrating effect Effects 0.000 description 3
- 230000001681 protective effect Effects 0.000 description 3
- 230000009194 climbing Effects 0.000 description 2
- 230000010354 integration Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/121—Power-transmission from drive shaft to hub
- B60B35/122—Power-transmission from drive shaft to hub using gearings
- B60B35/125—Power-transmission from drive shaft to hub using gearings of the planetary type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
- B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Retarders (AREA)
Abstract
The invention discloses an electric drive axle for a commercial vehicle, and belongs to the technical field of electric drive axles. The drive support includes a drive support body housing and a drive end support housing that collectively provide support on the drive support body housing; the driving power piece comprises a left driving power piece and a right driving power piece, and the left driving power piece and the right driving power piece are connected in series to output power on the driving end supporting shell; the driving speed reducing piece comprises a primary speed reducing driving piece and a secondary speed reducing driving piece, and the primary speed reducing driving piece is connected with the driving power piece on the driving support piece so as to reduce the power transmitted by the driving power piece to increase the torque and then output the power; the secondary speed reduction driving piece is in transmission connection with the primary speed reduction driving piece on the driving support piece according to the requirement. The invention has reasonable structural design, high output torque, stable power output, high reduction ratio, flexible adjustment of the reduction ratio and small integral volume of the electric drive axle.
Description
Technical Field
The invention relates to the technical field of electric drive axles, in particular to an electric drive axle for a commercial vehicle.
Background
With the rapid development of new energy automobiles, new energy commercial vehicles are popular. The electric drive axle has various structures and different advantages and disadvantages. The high integration is the final direction of the new energy automobile power assembly and is the most obvious difference from the traditional automobile power assembly. The existing electric drive axle is mostly in the forms of a single motor, a speed reducer and a single motor, a speed changer, wherein the single motor, the speed reducer are as follows: the requirements on the highest rotating speed and the maximum torque of the motor are higher, the technical difficulty is high, the cost is high, and the system efficiency is low; single motor + transmission format: when shifting gears, power interruption exists, and driving comfort and safety are affected. Meanwhile, the existing electric drive axles are designed in a split mode of a motor and a gearbox, the integration level is low, the occupied space is large, the arrangement of the whole chassis is not friendly enough, and the arrangement of the new energy automobile batteries is affected.
Disclosure of Invention
In order to overcome the defects, the invention provides an electric drive axle for a commercial vehicle, which adopts the following technical scheme:
An electric drive axle for a commercial vehicle, comprising:
A drive support comprising a drive support body housing and a drive end support housing, the drive end support housing collectively providing support on the drive support body housing;
The driving power piece is arranged on the driving end supporting shell and comprises a left driving power piece and a right driving power piece, and the left driving power piece and the right driving power piece are connected in series to output power on the driving end supporting shell;
The driving speed reducing piece is arranged on the driving support piece and comprises a primary speed reducing driving piece and a secondary speed reducing driving piece, and the primary speed reducing driving piece is connected with the driving power piece on the driving support piece so as to reduce the power transmitted by the driving power piece to increase the torque and then output the torque; the secondary speed reduction driving piece is in transmission connection with the primary speed reduction driving piece on the driving support piece, so that the secondary speed reduction driving piece is matched with the primary speed reduction driving piece, and power transmitted by the driving power piece is reduced, torque is increased, and then the power is output.
Preferably, the driving end supporting case includes a left end supporting case and a right end supporting case symmetrically disposed on both ends of the driving supporting main body case; the left driving power piece is embedded in the left end supporting shell, the right driving power piece is embedded in the right end supporting shell, and the left driving power piece and the right driving power piece share the same rotating shaft to provide power for the driving speed reducing piece.
Preferably, the primary speed reduction driving piece comprises a primary speed reduction piece and two wheel driving pieces, the primary speed reduction piece is connected to the rotating shaft, so that the power provided by the left side driving power piece and the right side driving power piece together is reduced, the torque is increased, and then the power is transmitted to the two wheel driving pieces, and the two wheel driving pieces output the torque transmitted by the primary speed reduction piece outwards to do work.
Preferably, the two-wheel driving piece comprises a left primary driving piece and a right primary driving piece, wherein the left primary driving piece is arranged on the left end supporting shell and is connected with one end of the primary speed reducing piece to output work outwards; the right primary driving piece is arranged on the right end supporting shell and connected with the other end of the primary speed reducing piece to output work outwards.
Preferably, the left primary driving piece comprises a primary driving transmission piece and a hub driving piece, wherein the primary driving transmission piece is in transmission connection with one end of the primary speed reducing piece, and transmits torque transmitted by the primary speed reducing piece to the hub driving piece; the hub driving piece is connected with the primary driving transmission piece on the left end supporting shell so as to output torque transmitted by the primary driving transmission piece to do work outwards.
Preferably, the primary drive transmission member comprises a first selection transmission member which is selectively either driven or disengaged from the hub drive member.
Preferably, the hub driving member includes a gear transmission member and a hub transmission member, both of which are provided on the left side end portion supporting case; the gear transmission piece is in transmission connection with the primary driving transmission piece, and the hub transmission piece is in transmission connection with the gear transmission piece so as to output acting outwards.
Preferably, the right primary drive member is identical in structure to the left primary drive member.
Preferably, the secondary speed reduction driving member comprises a secondary speed reduction member, a selective speed reduction member, a left secondary driving transmission member and a right secondary driving transmission member, wherein the secondary speed reduction member is in transmission connection with the primary driving transmission member on the driving support member through the selective speed reduction member, and the selective speed reduction member transmits the torque of the primary driving transmission member to the secondary speed reduction member on the primary driving transmission member; the left secondary driving transmission part is connected with one end of the secondary speed reduction part, so that the power after the secondary speed reduction part is subjected to speed reduction again and torque increase is transmitted to the hub transmission part to be output outwards for doing work; the right secondary driving transmission part is connected with the other end of the secondary speed reduction part, so that the power after the secondary speed reduction part is decelerated again and torque is increased is transmitted to the hub transmission part of the right primary driving part to output work outwards.
Preferably, the right secondary driving transmission member has the same structure as the left secondary driving transmission member.
The invention at least comprises the following beneficial effects:
1) The electric drive axle for the commercial vehicle has reasonable structural design, high output torque, stable power output, high reduction ratio and flexible adjustment of the reduction ratio, and has small overall volume;
2) The electric drive axle for the commercial vehicle is provided with the drive speed reducing part, and the drive speed reducing part can be automatically adjusted according to the torque required by the commercial vehicle when climbing or heavy loading, so that the output torque requirements under different use environments are met.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention.
Drawings
FIG. 1 is a front view of an electric drive axle for a commercial vehicle according to the present invention;
FIG. 2 is a schematic perspective view of an electric drive axle for a commercial vehicle according to the present invention;
FIG. 3 is a front view of the electric transaxle of the present invention for a commercial vehicle in section taken in the direction A-A of FIG. 1;
FIG. 4 is a schematic perspective view of the electric drive axle for commercial vehicles of the present invention in the direction A-A in FIG. 1;
FIG. 5 is an enlarged schematic view of a portion of the electric drive axle for a commercial vehicle of the present invention shown in FIG. 4B;
FIG. 6 is an enlarged schematic view of a portion of the electric transaxle for a commercial vehicle of FIG. 4C according to the present invention;
FIG. 7 is an enlarged schematic view of a portion of the electric drive axle for a commercial vehicle of the present invention shown in FIG. 6D;
FIG. 8 is a schematic perspective view of a first transmission seat in an electric drive axle for a commercial vehicle according to the present invention;
fig. 9 is a schematic longitudinal sectional perspective view of a first transmission seat in an electric drive axle for a commercial vehicle according to the present invention.
Wherein: the drive support comprises a 1-drive support main body shell, a 2-left end support shell, a 3-right end support shell, a 4-right drive power piece, a 5-stator, a 6-rotor, a 7-rotating shaft, a 8-first sun gear, a 9-first planet gear, a 10-first annular gear, a 11-first-stage transmission pipe, a 12-first-stage transmission plate, a 13-first transmission seat, a 15-first selective transmission pipe, a 16-first selective transmission shaft, a 17-first transmission groove, a 18-hub transmission shaft, a 19-second gear, a 20-third gear, a 21-hub seat, a 22-fourth gear, a 23-protective transmission seat, a 24-bolt, a 25-second annular gear, a 26-second planet gear, a 27-second sun gear, a 28-selective sliding pipe, a 29-first end fluted disc, a 30-second end fluted disc, a 31-second transmission pipe, a 32-second-stage transmission plate, a 33-second transmission seat, a 34-fifth gear, a 35-second selective transmission pipe, a 36-second selective transmission shaft and a 37-hub transmission piece.
Detailed Description
The technical solution of the present invention will be described in detail below by way of examples with reference to the accompanying drawings. It should be noted that the description of these examples is for aiding in understanding the present invention, but is not intended to limit the present invention.
The term "and/or" is herein merely an association relationship describing an associated object, meaning that there may be three relationships, e.g., a and/or B, may represent: the terms "/and" herein describe another associative object relationship, indicating that there may be two relationships, e.g., a/and B, may indicate that: the character "/" herein generally indicates that the associated object is an "or" relationship.
According to the electric drive axle for the commercial vehicle shown in fig. 1 to 9, the electric drive axle comprises a drive support piece, a drive power piece and a drive speed reduction piece, wherein the drive power piece and the drive speed reduction piece are arranged on the drive support piece. The drive support includes a drive support body housing 1 and a drive end support housing provided on the drive support body housing 1. The driving support main body shell 1 is in a circular tube shape. The driving end supporting case includes a left end supporting case 2 and a right end supporting case 3, both of which are provided on the driving supporting main body case 1. The left side end support shell 2 one end fixed link up is connected on the drive support body shell 1 one end, the right side end support shell 3 with the left side end support shell 2 structure is the same, the fixed link up of right side end support shell 3 one end is in on the drive support body shell 1 other end. And the axis of the left side end portion supporting case 2 and the axis of the right side end portion supporting case 3 are both coincident with the axis of the driving support main case 1, while the left side end portion supporting case 2 and the right side end portion supporting case 3 are symmetrical.
The driving power piece comprises a left driving power piece and a right driving power piece 4, and the left driving power piece and the right driving power piece 4 are both arranged on the driving support shell. The left side driving power piece comprises a stator 5 and a rotor 6, the stator 5 is fixedly embedded in the left side end supporting shell 2, the rotor 6 is rotationally embedded in the stator 5, one end of a rotating shaft 7 of the rotor 6 is rotationally embedded on the end face of the left side end supporting shell 2, and the other end of the rotating shaft 7 is rotationally connected with the right side driving power piece 4 after penetrating through a rotor supporting plate in an inner cavity of the left side end supporting shell 2. The right driving power piece 4 has the same structure as the left driving power piece, the right driving power piece 4 is arranged in the right end supporting shell 3, and the connection relation between the right driving power piece 4 and the right end supporting shell 3 is the same as the connection relation between the left driving power piece and the left end supporting shell 2. Meanwhile, the rotating shaft 7 of the right driving power piece 4 and the rotating shaft 7 of the left driving power piece are the same rotating shaft, that is, the left driving power piece and the right driving power piece share the same rotating shaft 7, so that the left driving power piece and the right driving power piece 4 are connected in series and then simultaneously transmit torque to the driving speed reducing piece. And the transmission torque value and the transmission stability are improved.
The driving speed reducing piece comprises a primary speed reducing driving piece and a secondary speed reducing driving piece, and the primary speed reducing driving piece and the secondary speed reducing driving piece are both arranged on the driving supporting piece. The primary speed reduction driving piece comprises a primary speed reduction piece and a two-wheel driving piece, the primary speed reduction piece is arranged on the driving power piece, and the two-wheel driving piece is arranged on the driving end supporting shell. The first-stage speed reducer comprises a first sun gear 8, a first planet gear 9 and a first annular gear 10, wherein the first sun gear 8 is fixedly sleeved on the rotating shaft 7, the first planet gears 9 are arranged on the first sun gear 8 in a meshed mode, and a plurality of first planet gears 9 are evenly distributed around the first sun gear 8 in the circumferential direction. The first annular gear 10 is engaged and sleeved outside the plurality of first planetary gears 9, and the first annular gear 10 is fixedly embedded on the two-stage reduction driving piece.
When the rotating shaft 7 is driven by the left driving power member and the right driving power member 4 at the same time, the first sun gear 8 is driven to rotate, the first sun gear 8 drives the plurality of first planet gears 9 to roll around the circumference in a decelerating way, and the first planet gears 9 roll to convey the torque which is increased after the deceleration to the two-wheel driving member.
The two-wheel driving piece comprises a left-side first-stage driving piece and a right-side first-stage driving piece, the left-side first-stage driving piece is arranged on the left-side end supporting shell 2, and the right-side first-stage driving piece is arranged on the right-side end supporting shell 3. The left primary driving piece comprises a primary driving transmission piece and a hub driving piece, the primary driving transmission piece is arranged on the primary speed reduction piece, and the hub driving piece is arranged on the left end supporting shell 2. The primary driving transmission piece comprises a primary transmission pipe 11, a primary transmission plate 12, a first transmission seat 13, a first gear and a first selection transmission piece, one end of the primary transmission pipe 11 is fixedly connected to a planet carrier at one end of the first planet wheel 9, and the axis of the primary transmission pipe 11 coincides with the axis of the rotating shaft 7. Alternatively, the primary transmission tube 11 is embedded with a first bearing, and the inner ring of the first bearing is fixedly sleeved on the rotating shaft 7, so as to improve the stability of the rotating process of the rotating shaft 7 and the primary transmission tube 11. The primary transmission plate 12 is in a circular ring plate shape, and the primary transmission plate 12 is fixedly sleeved on the other end of the primary transmission tube 11 so as to rotate along with the rotation of the primary transmission tube 11. The first transmission seat 13 is circular ring groove-shaped, the groove wall height on one side of the first transmission seat 13 is larger than the groove wall on the other side of the first transmission seat 13, the width of the groove of the first transmission seat 13 is not smaller than the thickness of the first-stage transmission plate 12, first rollers are arranged at the bottom of the groove of the first transmission seat 13 and uniformly distributed along the bottom of the groove of the first transmission seat 13, so that the first rollers are uniformly distributed around the circumference of the groove of the first transmission seat 13. The first transmission seat 13 is slidably sleeved on the outer ring of the primary transmission plate 12, so that the first transmission seat 13 can circumferentially rotate on the primary transmission plate 12 through the first roller. Specifically, the first transmission seat 13 can selectively follow up with the primary transmission plate 12 or rotate circumferentially relative to the primary transmission plate through the first selective transmission member. The first gear is an outer gear ring, and is fixedly sleeved on the outer side face of the bottom of the first transmission seat 13 and used for meshing transmission with the hub driving piece.
The first selective transmission piece comprises a first selective transmission pipe 15, a first magnetic coil and a first selective transmission shaft 16, one end of the first selective transmission pipe 15 is arranged on one surface of the primary transmission plate 12 in a penetrating mode, the first magnetic coil is embedded in a first spiral groove on the inner wall of the first selective transmission pipe 15, and the first selective transmission shaft 16 is embedded in the first selective transmission pipe 15 in a sliding mode. When the first magnetic coil is electrified with direct current to generate a magnetic field, one end of the first selective transmission shaft 16 is pushed to move towards one surface of the primary transmission plate 12 until one end of the first selective transmission shaft 16 is inserted into the first transmission groove 17 on the groove wall on one side of the first transmission seat 13, so that the circumference Xiang Suoding of the first transmission seat 13 is arranged on the primary transmission plate 12. Further, a plurality of first transmission grooves 17 are provided, and the plurality of first transmission grooves 17 are uniformly distributed around the circumference of the first transmission seat 13. The first selective transmission members are provided in plurality, the first selective transmission members are uniformly distributed around the circumference of the primary transmission plate 12, and the first selective transmission members correspond to the first transmission grooves 17 one by one. To improve the locking stability of the first transmission seat 13 and the primary transmission plate 12.
The hub driving member includes a gear transmission member and a hub transmission member 37, both of which are provided on the left side end portion support case 2. The gear transmission member includes a hub transmission shaft 18, a second gear 19 and a third gear 20, one end of the hub transmission shaft 18 is rotatably penetrated into the left end supporting case 2, so that the hub transmission shaft 18 can circumferentially rotate in the left end supporting case 2, the second gear 19 is fixedly provided on one end of the hub transmission shaft 18, and the second gear 19 is engaged with the first gear. The third gear 20 is fixedly disposed on the other end of the hub transmission shaft 18 to transmit to the hub transmission member 37. Eight gear driving pieces are arranged and are uniformly distributed on the left end supporting shell 2 along the circumferential direction.
The hub transmission member 37 comprises a hub seat 21, a fourth gear 22 and a protection transmission seat 23, wherein a hub bearing is embedded in the hub seat 21, and the hub seat 21 is sleeved on the left end supporting shell 2 through the hub bearing, so that the hub seat 21 can circumferentially rotate on the left end supporting shell 2. The fourth gear 22 is fixedly sleeved on one end of the hub 21, and the fourth gear 22 is meshed with the third gear 20. The protection transmission seat 23 is in a circular groove shape, and a through hole on the bottom of the protection transmission seat 23 is fixedly sleeved on the outer wall of one end of the hub seat 21, so that the protection transmission seat 23 rotates along with the rotation of the hub seat 21; the notch of the protection transmission seat 23 is rotationally embedded in an annular groove on the left end supporting shell 2, and a sliding sealing ring is arranged between the notch of the protection transmission seat 23 and the annular groove. So that the protective transmission seat 23 keeps the third gear 20 and the fourth gear 22 in the inner cavity to transmit in a sealed environment when rotating circumferentially in the annular groove, thereby improving transmission stability and reducing fault maintenance rate. Specifically, the protective transmission seat 23 is provided with bolts 24, and a plurality of the bolts 24 are uniformly distributed around the circumference of the protective transmission seat 23 for mounting the wheel.
The right primary driving piece and the left primary driving piece are identical in structure, the primary driving transmission piece of the right primary driving piece and the primary speed reduction piece are identical in connection relation, the primary driving transmission piece and the primary speed reduction piece are identical in connection relation, and meanwhile, the hub driving piece of the right primary driving piece and the right end supporting shell 3 are identical in connection relation, and the hub driving piece and the left end supporting shell 2 are identical in connection relation.
The secondary speed reduction driving piece comprises a secondary speed reduction piece, a selection speed reduction piece, a left secondary driving transmission piece and a right secondary driving transmission piece, wherein the secondary speed reduction piece is arranged on the driving support piece, the selection speed reduction piece is arranged on the primary driving transmission piece, and the left secondary driving transmission piece and the right secondary driving transmission piece are both arranged on the secondary speed reduction piece. The secondary speed reducer comprises a second annular gear 25, second planet gears 26 and a second sun gear 27, wherein the second annular gear 25 is fixedly embedded in the driving support main body shell 1, the second planet gears 26 are arranged on the second sun gear 27 in a meshed mode, and a plurality of the second planet gears 26 are evenly distributed around the second sun gear 27 in the circumferential direction. The second sun gear 27 is engaged and embedded in the plurality of second planet gears 26, and the second sun gear 27 is circumferentially sleeved outside the primary transmission tube 11 in a sliding manner. So that the second sun gear 27 is selectively driven with the primary drive pipe 11 through the selective reduction.
The selective speed reducer comprises a selective sliding tube 28, a second magnetic coil, a first end fluted disc 29 and a second end fluted disc 30, wherein the selective sliding tube 28 is sleeved on the primary transmission tube 11 in a sliding way, and a sliding block on the inner wall of the selective sliding tube 28 is matched with a sliding groove on the primary transmission tube 11. So that the select slide tube 28 is axially slid and circumferentially locked on the primary transmission tube 11 by the slide block and the slide groove. The second magnetic coil is fixedly embedded in a second spiral groove on the inner wall of the selective sliding tube 28. The first end gear disc 29 is fixedly connected to one end of the sun gear, the second end gear disc 30 is fixedly sleeved on one end of the selective sliding tube 28 to follow up, and the second end gear disc 30 can be meshed with the first end gear disc 29. When the second magnetic coil is powered on to generate a magnetic field, the selective sliding tube 28 is pushed to axially slide on the primary transmission tube 11, so as to drive the second end fluted disc 30 to engage with or disengage from the first end fluted disc 29. After the second end gear 30 is meshed with the first end gear 29, the primary transmission tube 11 will drive the second sun gear 27 to rotate through the selective sliding tube 28.
The left secondary driving transmission part comprises a secondary transmission pipe 31, a secondary transmission plate 32, a second transmission seat 33, a fifth gear 34 and a second selective transmission part, one end of the secondary transmission pipe 31 is fixedly connected to a planet carrier at one end of the second planet wheel 26, and the axis of the secondary transmission pipe 31 coincides with the axis of the rotating shaft 7. As an option, the secondary transmission pipe 31 is sleeved with a second bearing, the outer ring of the second bearing is fixedly embedded in the driving support main body shell 1, the secondary transmission pipe 31 is sleeved with a third bearing, and the inner ring of the third bearing is fixedly sleeved on the primary transmission pipe 11, so as to improve the stability of the rotation process of the rotating shaft 7, the primary transmission pipe 11 and the second transmission pipe. The secondary transmission plate 32 is in a circular ring shape, and the secondary transmission plate 32 is fixedly sleeved on the other end of the secondary transmission tube 31 so as to rotate along with the rotation of the secondary transmission tube 31. The second transmission seat 33 is in a circular ring groove shape, the groove wall height of one side of the second transmission seat 33 is larger than the groove wall height of the other side of the second transmission seat 33, the width of the groove inside the second transmission seat 33 is not smaller than the thickness of the secondary transmission plate 32, second rollers are arranged at the groove bottom of the second transmission seat 33 and uniformly distributed along the groove bottom surface of the second transmission seat 33, and the second rollers are uniformly distributed around the circumference inside the groove of the second transmission seat 33. The second transmission seat 33 is slidably sleeved on the outer ring of the secondary transmission plate 32, so that the second transmission seat 33 can circumferentially rotate on the secondary transmission plate 32 through the second roller. Specifically, the second transmission seat 33 can selectively follow or rotate circumferentially relative to the secondary transmission plate 32 through the second selective transmission member. The fifth gear 34 is an inner gear ring, one end of the fifth gear 34 is fixedly disposed on an outer wall of one side of the second transmission seat 33, and the fifth gear 34 is meshed with the second gear 19.
The second selective transmission member comprises a second selective transmission tube 35, a third magnetic coil and a second selective transmission shaft 36, one end of the second selective transmission tube 35 is arranged on one surface of the secondary transmission plate 32 in a penetrating way, the third magnetic coil is fixedly embedded in a third spiral groove on the inner wall of the second selective transmission tube 35, and the second selective transmission shaft 36 is slidably embedded in the second selective transmission tube 35. When the third magnetic coil is powered on to generate a magnetic field, one end of the second selective transmission shaft 36 is pushed to move towards the second transmission plate 32 until one end of the second selective transmission shaft 36 is inserted into a second transmission groove on the inner side groove wall of the second transmission seat 33, so as to make the second transmission seat 33 circumferentially Xiang Suoding on the second transmission plate 32. Further, the second transmission grooves are formed in a plurality, and the second transmission grooves are uniformly distributed around the circumference of the secondary transmission seat. The second selective transmission members are provided in plurality, the second selective transmission members are uniformly distributed around the secondary transmission plate 32 in the circumferential direction, and the second selective transmission members correspond to the second transmission grooves one by one. To improve the locking stability of the second transmission seat 33 and the secondary transmission plate 32.
When the secondary speed reducer is not required to be decelerated, the reverse direct current is introduced into the third magnetic coil to generate a magnetic field, the other end of the second selective transmission shaft 36 is pushed to move towards the other end of the second selective transmission tube 35 until the other end of the second selective transmission shaft 36 is inserted into the third transmission groove on the inner wall of the left end supporting shell 2, so that the second transmission seat 33 is circumferentially Xiang Suoding on the left end supporting shell 2, and the secondary transmission tube 31 is further locked circumferentially.
The right secondary driving transmission piece and the left secondary driving transmission piece are identical in structure, the connection relation between the right secondary driving transmission piece and the secondary speed reduction piece is identical to the connection relation between the left secondary driving transmission piece and the secondary speed reduction piece, and meanwhile, the connection relation between the right secondary driving transmission piece and the hub driving piece of the right primary driving piece is identical to the connection relation between the left secondary driving transmission piece and the hub driving piece. Specifically, the secondary transmission tube 31 of the right secondary driving transmission member is fixedly sleeved outside the first annular gear 10.
Therefore, the electric drive axle for the commercial vehicle has the advantages of reasonable structural design, high output torque, stable power output, high reduction ratio, flexible adjustment of the reduction ratio and small overall volume; the driving speed reducing part is arranged, and can automatically adjust the torque according to the climbing or heavy load of the commercial vehicle, so that the output torque requirements under different use environments are met.
Although embodiments of the present invention have been disclosed above, it is not limited to the details and embodiments shown and described, it is well suited to various fields of use for which the invention would be readily apparent to those skilled in the art, and accordingly, the invention is not limited to the specific details and illustrations shown and described herein, without departing from the general concepts defined in the claims and their equivalents.
Claims (10)
1. An electric transaxle for a commercial vehicle, comprising:
A drive support comprising a drive support body housing and a drive end support housing, the drive end support housing collectively providing support on the drive support body housing;
The driving power piece is arranged on the driving end supporting shell and comprises a left driving power piece and a right driving power piece, and the left driving power piece and the right driving power piece are connected in series to output power on the driving end supporting shell;
The driving speed reducing piece is arranged on the driving support piece and comprises a primary speed reducing driving piece and a secondary speed reducing driving piece, and the primary speed reducing driving piece is connected with the driving power piece on the driving support piece so as to reduce the power transmitted by the driving power piece to increase the torque and then output the torque; the secondary speed reduction driving piece is in transmission connection with the primary speed reduction driving piece on the driving support piece, so that the secondary speed reduction driving piece is matched with the primary speed reduction driving piece, and power transmitted by the driving power piece is reduced, torque is increased, and then the power is output.
2. The electric transaxle for a commercial vehicle according to claim 1, wherein the driving end supporting case includes a left side end supporting case and a right side end supporting case symmetrically disposed on both ends of the driving support main body case; the left driving power piece is embedded in the left end supporting shell, the right driving power piece is embedded in the right end supporting shell, and the left driving power piece and the right driving power piece share the same rotating shaft to provide power for the driving speed reducing piece.
3. The electric transaxle for a commercial vehicle according to claim 2, wherein the primary reduction driving member includes a primary reduction member and a two-wheel driving member, the primary reduction member is connected to the rotating shaft, so as to reduce the power provided by the left driving power member and the right driving power member together to increase the torque, and then transmit the torque to the two-wheel driving member, and the two-wheel driving member outputs the torque transmitted by the primary reduction member to perform work.
4. The electric drive axle for a commercial vehicle according to claim 3, wherein the two-wheel driving member comprises a left-side primary driving member and a right-side primary driving member, and the left-side primary driving member is arranged on the left-side end supporting shell and is connected with one end of the primary speed reducing member to output work outwards; the right primary driving piece is arranged on the right end supporting shell and connected with the other end of the primary speed reducing piece to output work outwards.
5. The electric transaxle for a commercial vehicle according to claim 4, wherein the left primary driving member includes a primary driving transmission member and a hub driving member, the primary driving transmission member is in driving connection with one end of the primary reduction member, and transmits torque transmitted by the primary reduction member to the hub driving member; the hub driving piece is connected with the primary driving transmission piece on the left end supporting shell so as to output torque transmitted by the primary driving transmission piece to do work outwards.
6. The electric transaxle of claim 5 wherein the primary drive transmission includes a first selective transmission that selectively transmits or disengages from the hub drive.
7. The electric transaxle for a commercial vehicle of claim 5 wherein the hub driver includes a gear driver and a hub driver, both disposed on the left side end support shell; the gear transmission piece is in transmission connection with the primary driving transmission piece, and the hub transmission piece is in transmission connection with the gear transmission piece so as to output acting outwards.
8. The electric transaxle of claim 7 wherein the right primary drive member is identical in construction to the left primary drive member.
9. The electric transaxle of claim 7 wherein the secondary reduction drive comprises a secondary reduction, a selective reduction, a left secondary drive transmission, and a right secondary drive transmission, the secondary reduction being drivingly connected to the primary drive transmission on the drive support via the selective reduction, the selective reduction transmitting torque of the primary drive transmission to the secondary reduction on the primary drive transmission; the left secondary driving transmission member is connected with one end of the secondary speed reduction member so as to transmit the power after the secondary speed reduction member decelerates again and increases the torque to the hub transmission member to output work outwards; the right secondary driving transmission part is connected with the other end of the secondary speed reduction part, so that the power after the secondary speed reduction part is decelerated again and torque is increased is transmitted to the hub transmission part of the right primary driving part, and work is output outwards.
10. The electric transaxle of claim 9 wherein the right secondary drive transmission is identical in construction to the left secondary drive transmission.
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| CN117656702B true CN117656702B (en) | 2024-04-19 |
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| CN209365877U (en) * | 2018-11-29 | 2019-09-10 | 一汽解放汽车有限公司 | A kind of coaxial bi-motor electricity drive driving axis |
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| CN117656702A (en) | 2024-03-08 |
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