CN216231645U

CN216231645U - Distributed electric drive axle system and vehicle

Info

Publication number: CN216231645U
Application number: CN202122829247.2U
Authority: CN
Inventors: 李杉; 邓跃跃; 陆海峰; 邓晶
Original assignee: Top Gear Powertrain Technology Co ltd
Current assignee: Tebaijia Power Technology Co ltd
Priority date: 2021-11-18
Filing date: 2021-11-18
Publication date: 2022-04-08
Anticipated expiration: 2031-11-18

Abstract

The utility model provides a distributed electric drive axle system and an automobile, relates to the technical field of automobiles, and solves the problem that the existing electric drive axle system adopts a centralized driving mode and cannot independently drive wheels on the left side and the right side. The distributed electrically-driven axle system comprises an axle and two driving assemblies, wherein the axle comprises two half shafts, and each driving assembly is used for driving the corresponding half shaft; each driving assembly comprises a first motor, a second motor, a planetary gear mechanism and a gear transmission assembly in transmission connection with the corresponding half shaft, the first motor is in transmission connection with the planetary gear mechanism, and the second motor is in transmission connection with the gear transmission assembly; when the distributed electric drive axle system is in a first transmission mode, the planetary gear mechanism is in transmission connection with the gear transmission assembly. The distributed electric drive axle system is used in a vehicle.

Description

Distributed electric drive axle system and vehicle

Technical Field

The utility model relates to the field of vehicles, in particular to a distributed electric drive axle system and a vehicle.

Background

The transmission system is an important component of a distributed electric drive axle, and the main task of the transmission system is to drive the power from a driving motor to move and work of a commercial vehicle or other transport machinery through components such as axle half shafts, tires and the like through meshing gear transmission.

At present, an electric drive axle of a commercial vehicle is basically in a centralized driving mode, namely, wheels on the left side and the right side cannot be driven independently, and the dynamic property and the flexibility of the vehicle cannot be exerted.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical problem, the utility model provides a distributed electric bridge driving system.

According to the electric drive axle driving scheme, the transmission system is arranged on the drive axle, so that transmission intermediate links are reduced, the efficiency is improved, the power loss is reduced, the energy is saved, and the efficiency is improved; meanwhile, the motor is used for driving, and the efficiency of the power assembly is greatly improved due to the high efficiency of the motor, so that the energy is saved. Compare in traditional fuel vehicle, the electricity of this scheme drives, realizes the zero release, and is pollution-free.

The utility model aims to overcome the problems in the prior art and provides a distributed electric drive axle system, which comprises an axle and two drive assemblies, wherein the axle comprises two half shafts, and each drive assembly is used for driving the corresponding half shaft;

each driving assembly comprises a first motor, a second motor, a planetary gear mechanism and a gear transmission assembly in transmission connection with the corresponding half shaft, the first motor is in transmission connection with the planetary gear mechanism, and the second motor is in transmission connection with the gear transmission assembly;

when the distributed electric drive axle system is in a first transmission mode, the planetary gear mechanism is in transmission connection with the gear transmission assembly.

According to at least one embodiment of the present invention, the output shaft of the first motor is coaxial with the central shaft of the planetary gear mechanism.

According to at least one embodiment of the present invention, each of the driving assemblies includes a sliding sleeve gear shifting mechanism slidably fitted over an output shaft of the second motor;

when the distributed electrically-driven axle system is in a first transmission mode, the sliding sleeve gear shifting mechanism is in transmission connection with the planetary gear mechanism;

when the distributed electric drive axle system is in a second transmission mode, the power output end of the planetary gear mechanism is disconnected from the transmission of the sliding sleeve gear shifting mechanism.

According to at least one embodiment of the utility model, when the distributed electrically-driven axle system is in a first transmission mode, the sliding sleeve gear shifting mechanism is in transmission connection with a central shaft of the planetary gear mechanism, and the transmission speed ratio of the first motor to the corresponding half shaft is 2.45-8.5; or the like, or, alternatively,

when the distributed electrically-driven axle system is in a first transmission mode, the sliding sleeve gear shifting mechanism is in transmission connection with a planet carrier of the planetary gear mechanism, and the transmission speed ratio of the first motor to the corresponding half shaft is 8.5-75.5.

According to at least one embodiment of the utility model, the sliding sleeve shifting mechanism comprises a sliding sleeve and a shifting fork, wherein the shifting fork is used for driving the sliding sleeve to be in transmission connection with the planetary gear mechanism in the first transmission mode, and driving the sliding sleeve to be in transmission disconnection with the planetary gear mechanism in the second transmission mode.

According to at least one embodiment of the utility model, the inner wall of the sliding sleeve has internal teeth, and the outer wall of the sliding sleeve has external teeth;

the outer surface of a central shaft of the planetary gear mechanism is provided with outer teeth which are used for being meshed with the inner teeth of the sliding sleeve, and the joint surfaces of the outer teeth of the central shaft and the inner teeth of the sliding sleeve are provided with the same taper angle; and

the planet carrier internal surface of planetary gear mechanism has the internal tooth, be used for with the external tooth meshing of sliding sleeve, the internal tooth of planet carrier with the composition surface of the external tooth of sliding sleeve all is equipped with the same cone angle.

According to at least one embodiment of the utility model, the distributed electrically-driven axle system further comprises a shift control unit electrically connected with the sliding sleeve shift mechanism and used for controlling the sliding sleeve to be in transmission connection with the planetary gear mechanism in the first transmission mode and controlling the sliding sleeve to be in transmission disconnection with the planetary gear mechanism in the second transmission mode;

the shift control unit includes a controller and a shifter electrically connected with the sliding sleeve shift mechanism, the controller in communication with the shifter.

According to at least one embodiment of the utility model, the gear assembly comprises an intermediate shaft, a first gear and second and third gears provided on the intermediate shaft;

the first gear is provided at an output shaft of the second motor, the first gear is meshed with the second gear, and each of the half shafts has a fourth gear meshed with the third gear in the corresponding drive assembly.

According to at least one embodiment of the utility model, the half-shaft, the intermediate shaft and the output shaft of the second electrical machine are parallel to each other, and/or,

the end part of the central shaft of the planetary gear mechanism is provided with a lapping part which is used for matching with a supporting hole at the end part of the output shaft of the second motor to form rotary connection.

Compared with the prior art, the distributed electric bridge system has the following advantages:

the distributed electric drive axle system provided by the utility model is provided with two drive assemblies, each drive assembly comprises two motors, namely the first motor and the second motor, and each drive assembly independently drives the corresponding half axle, so that independent driving of the left half axle and the right half axle is realized, a differential is eliminated, and better complete vehicle power performance and power driving flexibility can be obtained. Through the cooperation between two motors and planetary gear mechanism and the gear drive subassembly, the power between two motors can be relatively independent also can mutually support, realizes multiple power flow, selects the power flow mode according to different operating modes, realizes the optimization of power performance and energy-conserving performance. The planetary gear mechanism is in transmission connection with the gear transmission assembly, and the power output end of the planetary gear mechanism can have multiple speeds, so that the balance between the speed and the traction force can be realized through the matching with the gear transmission assembly, the requirements of various working conditions such as light load, heavy load, level road operation, ramp operation and the like on the traction force, the speed and the efficiency are met, the number of parts of the whole vehicle is reduced, the transmission noise of a transmission shaft is reduced, and the reliability is higher.

In addition, in the distributed electrically-driven axle system provided by the utility model, the second motor is in transmission connection with the gear transmission assembly instead of a planetary gear mechanism, so that power is continuously and uninterruptedly transmitted to the corresponding half shaft through the meshing of the gear transmission assembly, the power is not interrupted when the electrically-driven axle system is subjected to speed change, and the conditions that the safety risk is influenced by the fact that a vehicle runs down a slope and the like are avoided.

It is another object of the present invention to provide a vehicle including the distributed electric drive axle system described above.

Compared with the prior art, the vehicle has the following advantages:

the vehicle and the distributed electric drive bridge system have the same advantages as those of the prior art, and are not described in detail herein.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the utility model and together with the description serve to explain the principles of the utility model.

FIG. 1 is a schematic diagram of an electrically driven bridge system according to an embodiment of the present invention.

FIG. 2 is a schematic diagram of a power transmission route of a direct-drive high-speed gear of the electric-drive axle system according to the utility model.

FIG. 3 is a schematic diagram of a power superposition transmission route of a high-speed gear of the electrically-driven axle system according to the utility model.

FIG. 4 is a schematic illustration of a low gear power overlay transfer path for an electric drive axle system according to the present invention.

Fig. 5 is a schematic structural view of a sliding sleeve type shift mechanism according to the present invention.

Reference numerals: 10-a first drive assembly; 20-a second drive assembly; 100-a shifter; 200-a transmission housing; 21-an input shaft; 211-bearing holes; 22-a central axis; 221-center shaft outer teeth; 222-a lap joint; 23-a sliding sleeve; 231-sliding sleeve external teeth; 232-inner teeth of the sliding sleeve; 24-shift forks; 25-intermediate shaft; 26-a planet carrier; 261-inner teeth of the planet carrier; z1-first gear; z2-second gear; z3-third gear; z4-fourth gear; p1-planetary gear mechanism; 300 a-a first motor; 300 b-a second motor; 400-axle housing; 500-a first half shaft; 600-a shift control unit; 700-second half shaft.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are for purposes of illustration only and are not to be construed as limitations of the utility model. It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings.

In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

Due to the wide weight range of the commercial vehicle for carrying cargoes, the road conditions are various. In order to ensure the vehicle operation capacity and the operation efficiency under various working conditions, the electric drive bridge is required to obtain certain speed and traction force under different working conditions. Some two grades of speed change electric drive bridges that exist on the market, the speed ratio that its setting can obtain certain balance between speed of a motor vehicle and traction force, but because the restriction of design structure, the speed ratio range is narrower, still can appear under many operating modes, can not compromise speed of a motor vehicle and traction force. At present, due to the fact that the running working conditions of commercial vehicles are diversified, the requirements for vehicle speed and traction force are diversified. The design of the electric drive axle system of the commercial vehicle needs to meet the requirement of diversified operating conditions of the commercial vehicle as much as possible, for example, the electric drive axle system needs large traction force when climbing a slope and can provide enough traction force; when the transportation time needs to be reduced, higher vehicle speed can be obtained, thereby increasing the transportation efficiency. The structure setting of the speed changing system, the setting of gear positions and the selection of speed ratio are fully reasonable, so that the requirements of different transportation working conditions on traction force and vehicle speed are met, and the energy consumption is reduced. The applicant discovers that the conventional speed change system of the electric drive axle of the commercial vehicle is generally provided with only one gear and one speed ratio, and cannot meet various running working conditions of the commercial vehicle; some electric drive bridges with two-gear speed change systems have narrow speed ratio ranges due to mechanical structures, and cannot meet various running conditions of commercial vehicles; meanwhile, the existing commercial vehicle electric drive axle with the two-gear speed change system cannot ensure uninterrupted power when shifting gears due to the design structure, and can cause great risk when shifting gears under working conditions such as a ramp.

According to an embodiment of the utility model, a distributed electric drive axle system comprises an axle comprising two half-shafts and two drive assemblies, each drive assembly for driving a respective half-shaft; each driving assembly comprises a first motor, a second motor, a planetary gear mechanism and a gear transmission assembly in transmission connection with the corresponding half shaft, the first motor is in transmission connection with the planetary gear mechanism, and the second motor is in transmission connection with the gear transmission assembly; when the distributed electric drive axle system is in a first transmission mode, the planetary gear mechanism is in transmission connection with the gear transmission assembly.

In use, the power of the first drive assembly 10 and the power of the second drive assembly 20 are transmitted to the respective two half-shafts (first half-shaft 500 or second half-shaft 700), respectively, wherein the power of the first electric motor 300a in each drive assembly passes through the planetary gear mechanism P1 and in the first transmission mode, the power is transmitted to the gear transmission assembly and hence to the respective half-shaft; the second electric machine 300b in each drive assembly then inputs power to the respective half-shaft through the gear assembly.

As shown in fig. 1, the distributed electric drive axle system can be used for commercial vehicles and other vehicles, and comprises a first drive assembly 10 and a second drive assembly 20 which are arranged on two sides of an axle box 400, a first half shaft 500 and a second half shaft 700 which are arranged in the axle box 400 at the middle positions, wherein the first half shaft 500 and the second half shaft 700 are coaxially arranged; the first drive assembly 10 and the second drive assembly 20 each include a transmission housing 200, and the two transmission housings 200 are respectively and symmetrically fixedly disposed at two sides of the axle housing 400, and optionally, the two transmission housings 200 and the axle housing 400 are integrally designed or fixed together by welding, screwing, or the like. The distributed electric drive axle of the utility model fixes the speed change system on the axle housing 400 through designed bracket mounting, and ensures that the first drive assembly 10 and the second drive assembly 20 and other related parts can work safely and efficiently under stable and reliable environment.

As shown in fig. 1, the first input shaft shares a shaft with the central shaft 22 of the planetary gear mechanism P1, eliminating the power transmission process. The second motor 300b directly inputs power from the input shaft 21. The first input shaft of the first electric machine 300a, the input shaft 21 of the second electric machine 300b and the central shaft 22 of the planetary gear mechanism P1 are coaxially arranged, wherein the input shaft 21 and the central shaft 22 of the planetary gear mechanism P1 are disconnected and not the same shaft, and the two shafts are used for driving the first half shaft 500 or the second half shaft 700 to rotate after the power of the first electric machine 300a and the power of the second electric machine 300b are overlapped through a sliding sleeve gear shifting mechanism under certain conditions (for example, the power of two electric machines requiring high-speed gears is overlapped). The power of first drive assembly 10 and second drive assembly 20 is transmitted to first axle shaft 500 or second axle shaft 700 through respective gear trains to independently drive the wheels on both sides, e.g., first drive assembly 10 transmits power to second axle shaft 700 and second drive assembly 20 transmits power to first axle shaft 500. Compared with the prior art in which an electric drive axle mostly adopts a centralized driving mode, left and right wheels cannot be driven independently, and the dynamic property and the flexibility of the power driving of the vehicle cannot be fully realized, the distributed electric drive axle adopts the first driving component 10 and the second driving component 20 to respectively drive the first half shaft 500 and the second half shaft 700, so that the left and right wheels are driven and controlled independently, the dynamic property of the vehicle can be fully exerted, two half shafts are driven by adopting two different driving components, a differential mechanism is also omitted, the power transmission is more direct, the requirements of the turning working condition of the vehicle and other uneven road working conditions on the speed difference of the left and right wheels are realized usually in an electronic differential mode, and the use and maintenance process is more convenient.

In some embodiments, the first or second

electric machines

300a, 300b are fixedly connected with the transmission housing 200; the first motor 300a is directly connected to the central shaft 25, and the output of the second motor 300b is directly connected to the second output shaft 21. For example, a direct connection interface is designed between the driving motor and the transmission housing 200, an intermediate transmission shaft is eliminated, the number of parts is reduced, transmission noise of the transmission shaft is reduced, and the parts and the system cost are saved.

The first driving assembly 10 and the second driving assembly 20 further respectively comprise a sliding sleeve gear shifting mechanism, the sliding sleeve gear shifting mechanism is sleeved on the input shaft 21 and can slide along the input shaft 21, and when the distributed electric drive axle system is in the first transmission mode, the sliding sleeve gear shifting mechanism is in transmission connection with the planetary gear mechanism P1; when the distributed electric drive axle system is in the second transmission mode, the power output end of the planetary gear mechanism P1 is in transmission disconnection with the sliding sleeve gear shifting mechanism.

In operation, when the distributed electrically-driven axle system is in the first transmission mode, the sliding sleeve gear shifting mechanism is in transmission connection with the planetary gear mechanism P1, the power of the first motor 300a is output through the planetary gear mechanism P1, and after the power of the first motor 300a is superposed with the power of the second motor 300b, the power flow is transmitted to the corresponding half shaft through the gear transmission assembly. When the distributed electric drive axle system is in the second transmission mode, the power output end of the planetary gear mechanism P1 is disconnected from the transmission of the sliding sleeve gear shifting mechanism, namely the first motor 300a is unpowered to output to the corresponding half shaft, and the distributed electric drive axle system is mainly used for saving one motor under the condition that the automobile is unloaded so as to save energy. The distributed electric drive bridge system is in a first transmission mode, and the condition of power flow superposition is suitable for more common working conditions.

The distributed electric drive axle system is in a first transmission mode, the sliding sleeve gear shifting mechanism is in transmission connection with a central shaft 22 of the planetary gear mechanism P1, and the transmission speed ratio of the first motor 300a and the corresponding first half shaft 700 is 2.45-8.5; or the distributed electric drive axle system is in a first transmission mode, the sliding sleeve gear shifting mechanism is in transmission connection with the planet carrier 26 of the planetary gear mechanism P1, and the transmission speed ratio of the first motor 300a and the first half shaft 700 is 8.5-75.5.

In some embodiments, the speed change system in the electrically-driven axle system is arranged by adopting two gears, wherein the low-speed gear is mainly used for climbing and other working conditions requiring large traction force, and the high-speed gear is mainly used for conventional transportation working conditions of vehicles and automatic gear shifting, so that the operation efficiency is improved, and the labor intensity of drivers is reduced. The speed ratio of the low-speed gear is 8.5-75.5; the speed ratio of the high-speed gear is 2.45-8.5. The low gear is mainly applied when climbing is required, while the high gear is mainly applied when the vehicle is normally running. The speed ratio of a low-speed gear is set to be 8.5-75.5, the speed reduction and torque increase input is realized through a planet carrier of a planetary gear mechanism P1 usually in the low-speed gear, optionally, the speed reduction ratio of the planet carrier of the planetary gear mechanism P1 is 1.5-12.5, the requirement of a commercial vehicle on traction force under various ramps can be met, and the operation capacity of various working conditions is ensured; and the high-speed gear speed ratio is set to be 2.45-8.5, so that the requirement of the vehicle on the vehicle speed under the conventional working condition is met, and the time for transporting goods is shortened. According to different vehicles, different working conditions and loads, different specific speed ratios can be selected and set within the setting range of the speed ratios, so that the optimized power and torque transmission of the vehicle is realized, the requirements of the vehicle on traction force, speed and efficiency are met, and the lowest vehicle energy consumption requirement is realized. Compared with the existing electrically-driven axle speed change system, the optimized structural arrangement of the system has the advantages of simple and clear structure, relatively simple maintenance and lower maintenance and use cost, saves the cost for users and improves the benefit.

The sliding sleeve gear shifting mechanism comprises a sliding sleeve 23 and a gear shifting fork, and the sliding sleeve 23 is sleeved on the input shaft 21 and can slide along the input shaft 21. In the first transmission mode, the shifting fork driving sliding sleeve 23 is in transmission connection with the planetary gear mechanism, and in the second transmission mode, the shifting fork driving sliding sleeve 23 is in transmission disconnection with the planetary gear mechanism. Whether the power of the first motor 300a is superposed on the second output shaft 21 of the second motor 300b in each driving assembly is realized, and the conversion of the power flow is realized.

As shown in fig. 5, the sliding sleeve 23 is provided on the input shaft 21 by a spline housing to rotate together with the input shaft 21, and the shift fork 24 drives the sliding sleeve 23 to slide on the input shaft 21. The inner wall (inner surface) of the sliding sleeve 23 is provided with inner teeth 232, the outer wall (outer surface) is provided with outer teeth 231, and the outer surface of the central shaft 22 of the planetary gear mechanism P1 is provided with outer teeth 221 for meshing with the inner teeth 232 of the sliding sleeve 23 to form a high-speed gear; and the inner surface of the planet carrier 26 of the planetary gear mechanism P1 is provided with internal teeth 261 for meshing with the external teeth 231 of the sliding sleeve 23 to form a low-speed gear. Specifically, during the gear shifting process, the sliding sleeve 23 is driven by the gear shifting fork 24 to approach to the teeth on the central shaft 22 or the planet carrier 26, the difference between the rotating speed of the central shaft 22 or the planet carrier 26 and the rotating speed of the sliding sleeve 23 is small enough, and the teeth of the sliding sleeve 23 are smoothly engaged with the teeth on the central shaft 22 or the planet carrier 26, so that the power is smoothly transmitted. In the second transmission mode, when the sliding sleeve 23 is disengaged from the central shaft 22 or from the teeth of the planet carrier by the shift fork 24, a neutral gear is formed, and only the power of the second electric machine 300b is transmitted to the two half shafts (the first half shaft 500 or the second half shaft 700) through the input shaft 21, that is, the power transmission path shown in fig. 2, the second electric machine 300b, the second input shaft, the first gear Z1, the second gear Z2, the third gear Z3, the fourth gear Z4, and the half shafts (the first half shaft 500 or the second half shaft 700). The junction surfaces of the external teeth 221 of the central shaft 22 and the internal teeth 232 of the sliding sleeve 23 are provided with cone angles with the same size, so that when the two approach each other, the two can smoothly slide in to form meshing due to the existence of the cone angles; the engaging surfaces of the internal teeth 261 of the carrier 26 and the external teeth 231 of the sliding sleeve 23 are provided with taper angles of the same magnitude so that they can smoothly slide into engagement when they approach each other. Because the shaft and the gear are in a floating state, the two matched conical surfaces can play a certain role in automatic centering and synchronization when in gear engagement, so that the gear engagement is smoother.

In some embodiments, as shown in fig. 1, the distributed electrically-driven axle system further includes a shift Control Unit (TCU), the shift Control Unit 600 is electrically connected to the sliding sleeve shift mechanism, and in the first Transmission mode, the shift Control Unit 600 controls the sliding sleeve 23 to be in Transmission connection with the planetary gear mechanism P1; in the second transmission mode, the shift control unit 600 controls the sliding sleeve 23 to be drivingly disconnected from the planetary gear mechanism P1. Wherein the shift control unit 600 includes a controller in communication with the shifter 100 and the shifter 100 electrically connected to the sliding sleeve shift mechanism.

In use, the gear shift control unit 600 sends a gear shift signal to the shifter 100 via the control logic. Specifically, the shift control unit 600 receives signals and sends commands to the shifter 100 through the CAN bus. First, the shift control unit 600 may receive signals of various relevant components and the entire vehicle through the CAN bus, obtain a shift instruction through the shift logic judgment and processing, and send the shift instruction to the shifter 100 through the CAN bus. The gear shifting control unit 600 commands the gear shifter to execute gear shifting action through gear shifting logic according to the running working condition of the electric commercial vehicle, so that reasonable automatic gear shifting action is realized, the machine efficiency is improved, the working intensity of a driver is reduced, the probability of error caused by manual gear shifting is reduced, and meanwhile, the labor intensity is correspondingly reduced.

In some embodiments, the gear assembly comprises a countershaft 25, a first gear Z1, and a second gear Z2 and a third gear Z3 provided on countershaft 25; a first gear Z1 is provided on the second output shaft 21 of the second electric motor 300b, the first gear Z1 being in mesh with a second gear Z2, each axle shaft having a fourth gear Z4 which is in mesh with a third gear Z3 in the respective drive assembly. The intermediate shaft 25 is rotatably supported on opposite sides of the transmission housing 200. As shown in fig. 1, the intermediate shaft 25 is used to transmit power to the first half shaft 500 or the second half shaft 700, the intermediate shaft 25 is rotatably supported in the transmission case 200 in parallel with the input shaft 21 and also in parallel with the first half shaft 500, and the transmission structure using three shafts (the input shaft 21 and the central shaft 22, the intermediate shaft 25 and the first half shaft 500 are rotatably mounted in the transmission case 200 by bearings to form a three-axis parallel arrangement structure) has smaller gear size, lower transmission noise and higher stability and reliability. According to actual requirements, the first gear Z1, the second gear Z2, the third gear Z3 and the fourth gear Z4 are arranged as at least one of a straight gear or a helical gear or a herringbone gear or a bevel gear. According to different motor powers and torques, different models of commercial vehicles and different loading masses, the specific structures and the sizes of the central shaft 22, the input shaft 21, the intermediate shaft 25 and the two half shafts are different.

The first gear Z1 and the second gear Z2 are a group of gear pairs in constant meshing transmission, the diameter of the first gear Z1 is smaller than that of the second gear Z2, and the input shaft 21 transmits power to the intermediate shaft 25 through meshing of the first gear Z1 and the second gear Z2; the third gear Z3 and the fourth gear Z4 are a set of constantly meshing transmission gear pairs, the diameter of the third gear Z3 is smaller than that of the fourth gear Z4, and the intermediate shaft 25 transmits power to the half shaft (the first half shaft 500 or the second half shaft 700) through the meshing of the third gear Z3 and the fourth gear Z4, so that two sets of gear pair matching structures are formed, namely two sets of constantly meshing gears (the first gear Z1 and the second gear Z2, the third gear Z3 and the fourth gear Z4). The diameter, thickness and tooth number of the gear are designed according to different changes of transmission torque, rotating speed, speed ratio and the like. Compared with a two-axis structure, the gear is smaller in diameter, lighter in weight, lower in transmission noise, smaller in load borne by the tooth surface of a single gear and higher in reliability.

In some embodiments, the end of the central shaft 22 of the planetary gear mechanism P1 has an overlapping part 222, and the overlapping part 222 cooperates with the support hole 211 of the second output shaft 21 of the second motor 300b to form a rotary connection. The diameter of the overlapping part 222 is smaller than that of the central shaft 22, the supporting hole 211 is arranged at the center of the end part of the second output shaft 21, and the overlapping part 222 can extend into the supporting hole 211 and can be rotatably overlapped in the supporting hole 211 of the second output shaft 21, so that the end part of the central shaft 22 is prevented from being suspended, the central shaft 22 is prevented from being stressed unevenly, and faults are caused. The bridging part 222 is supported in the supporting hole, so that the stress of the central shaft 22 is balanced, and the transmission is more stable.

In some embodiments, as shown in fig. 1 to 5, the shifter 100 is connected to the shift fork 24, and the shift fork 24 is driven by an electric motor, a pneumatic valve or a hydraulic valve to move, so as to drive the sliding sleeve 23 to switch between a low-speed gear, a high-speed gear and a neutral gear. The power is provided by a gear shifting motor or a pneumatic valve or a hydraulic valve, a sliding sleeve 23 in the transmission shell is driven by a gear shifting fork 24, the output force of the gear shifter 100 replaces manual operation to realize the gear shifting function, and the labor intensity of an operator is reduced. Preferably, the shifter 100 can use a Y motor to drive the shift fork 24. The Y motor is a cage-type rotor asynchronous motor, the protection grade is IP44, the Y motor has the advantages of high efficiency, energy conservation, high starting torque, low noise, high reliability, long service life and the like, can better realize signal transmission and reception with other electric equipment, is easier to realize accurate control, obtains more accurate gear shifting performance, and is easier to realize electric intellectualization of the electric commercial vehicle.

In some embodiments, the first electric machine 300a or the second electric machine 300b is one of a permanent magnet synchronous machine, an induction machine, and a switched reluctance machine. Adopt motor drive, the motor is direct to link to each other with speed change mechanism is direct, and the transmission is more direct, shortens transmission distance, and transmission efficiency is higher.

In some embodiments, as shown in fig. 2, which is a schematic diagram of a power transmission route of a direct-drive high-speed gear of an electric drive axle system, the first drive assembly 10 and the second drive assembly 20 are both directly power-input by a single motor, and in some idle conditions of the vehicle, only power is directly transmitted by the single motor, that is, power is directly transmitted by the second motor 300b through the input shaft 21, for example, power of the input shaft 21 is transmitted to the intermediate shaft 25 through the first gear Z1, the second gear Z2, and then transmitted to the half shaft (the first half shaft 500 or the second half shaft 700) through the third gear Z3 and the fourth gear Z4, and the sliding sleeve 23 is in a neutral gear and is not meshed with the central shaft 22 and the planet carrier of the planetary gear mechanism P1. Wherein the power of the second motor 300b of the first driving assembly 10 is transmitted to the second half shaft 700, and the power of the second motor 300b of the second driving assembly 20 is transmitted to the first half shaft 500.

In some embodiments, as shown in fig. 3, which is a schematic diagram of a high-speed gear overlapping power transmission route of an electrically-driven axle system, a sliding sleeve 23 is engaged with a central shaft 22 of a planetary gear mechanism P1 to be in a high-speed gear, and both a first electric machine 300a and a second electric machine 300b output power, wherein the first electric machine 300a overlaps the input shaft 21 with the power of the central shaft 22 of the planetary gear mechanism P1 and the power of the second electric machine 300b, and the power is transmitted to a middle shaft 25 through a first gear Z1 and a second gear Z2, and then transmitted to a half shaft (a first half shaft 500 or a second half shaft 700) through a third gear Z3 and a fourth gear Z4, wherein the power of two electric machines of a first driving assembly 10 is transmitted to the second half shaft 700, and the power of two electric machines of a second driving assembly 20 is transmitted to the first half shaft 500.

In some embodiments, as shown in fig. 4, which is a schematic diagram of a low-speed gear superimposed power transmission route of an electrically-driven axle system, the sliding sleeve 23 is engaged with the planetary carrier to be in a low-speed gear, and the first electric machine 300a and the second electric machine 300b both output power, wherein the first electric machine 300a adds torque through the planetary carrier of the planetary gear mechanism P1 and the power of the second electric machine 300b is superimposed on the input shaft 21, and the power is transmitted to the intermediate shaft 25 through the first gear Z1, the second gear Z2 and then transmitted to the third gear Z3 and the fourth gear Z4 (the first half shaft 500 or the second half shaft 700), wherein the power of the two electric machines of the first drive assembly 10 is transmitted to the second half shaft 700, and the power of the two electric machines of the second drive assembly 20 is transmitted to the first half shaft 500. According to different motor powers and torques, different models of commercial vehicles and different cargo carrying qualities, the sizes of the arranged sliding sleeve type gear shifting mechanisms are different.

It should be noted that the distributed electric drive bridge of the present invention may be applied to transportation vehicles having functions similar to those of electric commercial vehicles, other electric vehicles, hybrid vehicles, tricycles or other vehicles.

In addition, the above components are key components of a main body in the distributed electric drive bridge, and other components such as a shell, a bearing, an oil seal, a bolt and the like are not listed any more, and all the functions are inherent functions of each component.

The embodiment of the present invention further provides an automobile, which includes the electric drive bridge system in the above technical solution, and please refer to the description of the distributed electric drive bridge for specific function implementation of the automobile provided in this embodiment, which is not described herein again.

In the description herein, reference to the description of the terms "one embodiment/mode," "some embodiments/modes," "example," "specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment/mode or example is included in at least one embodiment/mode or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to be the same embodiment/mode or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments/modes or examples. Furthermore, the various embodiments/aspects or examples and features of the various embodiments/aspects or examples described in this specification can be combined and combined by one skilled in the art without conflicting therewith.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

It will be understood by those skilled in the art that the foregoing embodiments are merely for clarity of description and are not intended to limit the scope of the utility model. Other variations or modifications will occur to those skilled in the art based on the foregoing disclosure and are within the scope of the utility model.

Claims

1. A distributed electric drive axle system, comprising an axle comprising two half-shafts and two drive assemblies, each drive assembly for driving a respective half-shaft;

2. A distributed electric drive axle system as defined in claim 1, wherein the output shaft of said first electric machine is coaxial with the central axis of said planetary gear mechanism.

3. The distributed electric drive axle system of claim 1, wherein each of the drive assemblies comprises a sliding sleeve shift mechanism slidably disposed over the output shaft of the second electric machine;

4. The distributed electric drive axle system of claim 3, wherein when the distributed electric drive axle system is in a first transmission mode, the sliding sleeve gear shifting mechanism is in transmission connection with a central shaft of the planetary gear mechanism, and the transmission speed ratio of the first electric motor to the corresponding half shaft is 2.45-8.5; or the like, or, alternatively,

5. The distributed electric drive axle system of claim 3 wherein said sliding sleeve shift mechanism includes a sliding sleeve and a shift fork for driving said sliding sleeve into driving connection with said planetary gear mechanism in said first drive mode and for driving said sliding sleeve out of driving connection with said planetary gear mechanism in said second drive mode.

6. The distributed electric bridge drive system of claim 5, wherein an inner wall of the sliding sleeve has internal teeth and an outer wall of the sliding sleeve has external teeth;

7. The distributed electric drive axle system of claim 3 further comprising a shift control unit electrically connected to said sliding sleeve shift mechanism for controlling said sliding sleeve to be drivingly connected to said planetary gear mechanism in said first drive mode and for controlling said sliding sleeve to be drivingly disconnected from said planetary gear mechanism in said second drive mode;

8. The distributed electric drive axle system of any of claims 1-7, wherein the gear assembly comprises a countershaft, a first gear, and second and third gears disposed on the countershaft;

9. A distributed electric drive axle system according to claim 8, wherein the half-shafts, the intermediate shaft and the output shaft of the second electric machine are parallel to each other, and/or,

the end part of the central shaft of the planetary gear mechanism is provided with a lapping part which is used for matching with a bearing hole at the end part of the output shaft of the second motor to form rotary connection.

10. A vehicle comprising a distributed electric drive axle system according to any one of claims 1 to 9.