CN219242582U - Hub reduction mechanism, drive axle and vehicle - Google Patents
Hub reduction mechanism, drive axle and vehicle Download PDFInfo
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- CN219242582U CN219242582U CN202320239684.5U CN202320239684U CN219242582U CN 219242582 U CN219242582 U CN 219242582U CN 202320239684 U CN202320239684 U CN 202320239684U CN 219242582 U CN219242582 U CN 219242582U
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- reducing mechanism
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Abstract
The utility model discloses a wheel side speed reducing mechanism, a drive axle and a vehicle, comprising: the first half shaft gear is in transmission connection with the half shaft; the second half-shaft gear is in transmission connection with the wheels; a plurality of first planetary gears engaged with the first side gear and the second side gear, respectively; the differential lock is in transmission connection with the wheels and can be switched between an unlocking state and a locking state, when the differential lock is in the unlocking state, the differential lock is disconnected with the first half-shaft gear, the first half-shaft gear transmits power to the wheels through the second half-shaft gear, and when the differential lock is in the locking state, the differential lock is in transmission connection with the first half-shaft gear, and the first half-shaft gear transmits power to the wheels through the differential lock; wherein the transmission ratio of the first side gear and the second side gear is different from the transmission ratio of the first side gear and the differential lock. The wheel side speed reducing mechanism provided by the utility model has the advantages of strong dynamic property, low energy consumption, simple structure, high universality and the like.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a wheel side speed reducing mechanism, a driving axle and a vehicle.
Background
The wheel side speed reducing mechanism in the related art is usually a planetary gear speed reducing mechanism or a cylindrical gear speed reducing mechanism, however, the speed ratio of the planetary gear speed reducing mechanism is large, the speed ratio is single and fixed, the structure is complex, the cylindrical gear speed reducing mechanism is limited by space, the output torque of the cylindrical gear speed reducing mechanism is generally not large, and the use requirement of a special vehicle type under a special working condition is difficult to meet, so that the dynamic property of the vehicle is poor or the energy consumption of the vehicle is high.
Disclosure of Invention
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a wheel-side reduction mechanism, which has the advantages of strong power performance, low energy consumption, simple structure, high versatility, and the like.
The utility model also provides a drive axle with the wheel side speed reducing mechanism.
The utility model also provides a vehicle with the drive axle.
In order to achieve the above object, an embodiment according to a first aspect of the present utility model provides a hub reduction mechanism including: the first half-shaft gear is suitable for being in transmission connection with the half shaft; a second side gear adapted for driving connection with a wheel; a plurality of first planetary gears meshed with the first and second side gears, respectively; a differential lock adapted to be drivingly connected to the wheel and switchable between an unlocked state and a locked state, the differential lock being disconnected from the first side gear when in the unlocked state, the first side gear transmitting power to the wheel via the second side gear, the differential lock being drivingly connected to the first side gear when in the locked state, the first side gear transmitting power to the wheel via the differential lock; wherein the transmission ratio of the first side gear and the second side gear is different from the transmission ratio of the first side gear and the differential lock.
The wheel side speed reducing mechanism provided by the embodiment of the utility model has the advantages of strong dynamic property, low energy consumption, simple structure, high universality and the like.
According to some embodiments of the utility model, the first side gear and the second side gear have a gear ratio that is greater than the gear ratio of the first side gear and the differential lock.
According to some embodiments of the utility model, the gear ratio of the first side gear and the second side gear is not less than 2.
According to some embodiments of the utility model, the wheel-side reduction mechanism further comprises: a housing, in which the first side gear, the second side gear, the plurality of first planetary gears, and the differential lock are disposed, the housing being adapted to be connected to the wheels, the differential lock and the second side gear being both connected to the housing, the first planetary gear being rotatably mounted to the housing, the rotational axes of the first and second side gears being coincident and spaced apart; the first planet gears revolve around the rotation axis of the first half-shaft gear and rotate around the rotation axis of the first planet gears, and the rotation axis of the first planet gears is perpendicular to the rotation axis of the first half-shaft gear.
According to some embodiments of the utility model, the second side gear is located on a side of the first side gear facing the half shaft, the half shaft being in driving connection with the first side gear through the housing and the second side gear; the differential lock is mounted on the inner wall of one side of the shell, which is far away from the half shaft along the axial direction of the half shaft.
According to a second aspect of the present utility model, there is provided a drive axle comprising: a bridge housing; the driving motor group is arranged in the axle housing; the first speed reducing mechanism is arranged in the axle housing, the input end of the first speed reducing mechanism is in transmission connection with the driving motor group, and the rotating speed of the output end of the first speed reducing mechanism is smaller than that of the input end of the first speed reducing mechanism; the input end of the second speed reducing mechanism is in transmission connection with the output end of the second speed reducing mechanism, and the rotating speed of the output end of the second speed reducing mechanism is smaller than that of the input end of the second speed reducing mechanism; the differential mechanism is connected with the second speed reducing mechanism in a transmission way; according to the wheel edge speed reducing mechanism of the embodiment of the first aspect of the utility model, the differential mechanism is in transmission connection with the wheel edge speed reducing mechanism through a half shaft.
According to the driving axle of the second aspect of the embodiment of the utility model, the wheel side speed reducing mechanism of the first aspect of the embodiment of the utility model is utilized, so that the driving axle has the advantages of strong dynamic property, low energy consumption, simple structure, high universality and the like.
According to some embodiments of the utility model, the second reduction mechanism includes: the first driving gear and the second driving gear are sleeved at the input end of the first speed reducing mechanism in a hollow mode; the synchronizer is sleeved at the input end of the first speed reducing mechanism in a sliding manner, and synchronously rotates with the input end of the first speed reducing mechanism, and is selectively connected with one of the first driving gear and the second driving gear in a transmission manner; the first driven gear and the second driven gear are respectively connected with the differential in a transmission way, the first driven gear is meshed with the first driving gear, and the second driven gear is meshed with the second driving gear; wherein the transmission ratio of the first driving gear and the first driven gear is not equal to the transmission ratio of the second driving gear and the second driven gear.
According to some embodiments of the utility model, the first reduction mechanism includes: the sun gear is in transmission connection with the driving motor group; the gear ring is fixedly connected with the axle housing and surrounds the sun gear; a plurality of second planetary gears meshed with the outer peripheral teeth of the sun gear and the inner peripheral teeth of the ring gear, respectively, each of the second planetary gears revolving around a central axis of the sun gear and rotating around its own central axis, a rotation axis of the second planetary gears being parallel to and not coincident with a rotation axis of the sun gear; the planet carrier is rotatably connected with the second planet gears, and is in transmission connection with the input end of the second speed reducing mechanism.
According to some embodiments of the utility model, the drive motor assembly comprises: the first motor is provided with a first motor shaft which is in transmission connection with the sun gear; the second motor is provided with a second motor shaft, the second motor shaft is in transmission connection with the sun gear, and the first motor and the second motor are respectively arranged on two opposite sides of the sun gear in the axial direction.
According to a third aspect of the utility model an embodiment is presented of a vehicle comprising a drive axle according to the second aspect of the utility model.
According to the vehicle of the embodiment of the third aspect of the utility model, by utilizing the drive axle of the embodiment of the second aspect of the utility model, the advantages of strong power performance, low energy consumption, simple structure, high universality and the like can be achieved.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
fig. 1 is a schematic structural view of a hub reduction mechanism according to an embodiment of the present utility model.
Fig. 2 is a schematic structural view of a transaxle according to an embodiment of the present utility model.
Reference numerals:
a drive axle 1,
Wheel side reduction mechanism 100, first side gear 110, second side gear 120, first planetary gear 130, differential lock 140, casing 150,
A drive motor assembly 200, a first motor 210, a first motor shaft 211, a second motor 220, a second motor shaft 221,
A first reduction mechanism 300, a sun gear 310, a ring gear 320, a second planetary gear 330, a planet carrier 340,
A second reduction mechanism 400, a first driving gear 410, a second driving gear 420 a first driven gear 430, a second driven gear 440, a synchronizer 450,
Differential 500, axle shafts 600, wheels 700.
Detailed Description
Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and to simplify the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.
In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.
In the description of the utility model, "a plurality" means two or more, and "a number" means one or more.
The following describes a hub reduction mechanism 100 according to an embodiment of the present utility model with reference to the drawings.
As shown in fig. 1 and 2, the hub reduction mechanism 100 according to the embodiment of the present utility model includes a first side gear 110, a second side gear 120, a plurality of first planetary gears 130, and a differential lock 140.
The first side gear 110 is adapted to be in driving connection with the axle shaft 600, the second side gear 120 is adapted to be in driving connection with the wheel 700, the first planetary gear 130 is respectively in mesh with the first side gear 110 and the second side gear 120, the differential lock 140 is adapted to be in driving connection with the wheel 700 and switchable between an unlocked state and a locked state, when the differential lock 140 is in the unlocked state, the differential lock 140 and the first side gear 110 are disconnected, the first side gear 110 transmits power to the wheel 700 through the second side gear 120, when the differential lock 140 is in the locked state, the differential lock 140 and the first side gear 110 are in driving connection, and the first side gear 110 transmits power to the wheel 700 through the differential lock 140. Wherein the transmission ratio of the first side gear 110 and the second side gear 120 is different from the transmission ratio of the first side gear 110 and the differential lock 140.
The left side of the drawing is the same wheel 700, the right side is the same wheel 700, and the upper circle and the lower circle on the same side are shown as the cross section of the wheel 700.
According to the hub reduction mechanism 100 of the embodiment of the utility model, the first side gear 110 is in transmission connection with the half shaft 600, the second side gear 120 is in transmission connection with the wheel 700, and the first planetary gear 130 is respectively meshed with the first side gear 110 and the second side gear 120, so that the power of the drive axle 1 can be transmitted to the first side gear 110 through the half shaft 600, the first side gear 110 drives the first planetary gear 130 to rotate, and then the second side gear 120 can be driven to rotate, so that the wheel 700 can be driven to rotate through the second side gear 120, and the power transmission from the drive axle 1 to the wheel 700 is realized, so that the vehicle can normally run.
In addition, the differential lock 140 is adapted to be drivingly connected to the wheel 700 and switchable between an unlocked state and a locked state, wherein the differential lock 140 is disconnected from the first side gear 110 when the differential lock 140 is in the unlocked state, the first side gear 110 transmits power to the wheel 700 via the second side gear 120, and wherein the differential lock 140 is drivingly connected to the first side gear 110 when the differential lock 140 is in the locked state, the first side gear 110 transmits power to the wheel 700 via the differential lock 140. Wherein the transmission ratio of the first side gear 110 and the second side gear 120 is different from the transmission ratio of the first side gear 110 and the differential lock 140.
That is, the hub reduction mechanism 100 has two transmission paths, when the differential lock 140 is in the unlocked state, the half shaft 600 does not transmit power to the differential lock 140, the power of the transaxle 1 is transmitted from the half shaft 600 to the wheels 700 through the first side gear 110, the first planetary gear 130 and the second side gear 120 in sequence, and when the differential lock 140 is in the locked state, the power of the transaxle 1 is directly transmitted from the half shaft 600 to the wheels 700 through the differential lock 140, and because the transmission ratio of the first side gear 110 to the second side gear 120 is different from the transmission ratio of the first side gear 110 to the differential lock 140, the reduction ratio of the two transmission paths of the hub reduction mechanism 100 is also different, when the half shaft 600 drives the wheels 700 to rotate through a path with a larger transmission ratio, the torque of the hub reduction mechanism 100 is larger, the driving force of the transaxle 1 is stronger, which is beneficial to improve the driving performance of the vehicle and reduce the energy consumption of the vehicle, and when the half shaft 600 drives the wheels 700 to rotate through a path with a smaller transmission ratio, the hub reduction mechanism 100 is smaller, and the vehicle can travel at a lighter load.
When the differential lock 140 is in the unlocked state, the power of the drive axle 1 is transmitted from the half axle 600 to the wheels 700 through the first half axle gear 110, the first planetary gear 130 and the second half axle gear 120 in sequence, and the torque of the wheel side reduction mechanism 100 can be increased by setting the transmission ratio of the first half axle gear 110 and the second half axle gear 120 to be larger, so that the output torque of the wheel side reduction mechanism 100 is increased, and the driving force requirements of the vehicle under different working conditions are met.
Therefore, the hub reduction mechanism 100 of the embodiment of the utility model can switch gears of the hub reduction mechanism 100 according to actual working conditions of a vehicle, when the load of the vehicle is large, the hub reduction mechanism 100 can be switched to a transmission path with large transmission ratio so as to increase the output torque of the hub reduction mechanism 100 and improve the driving force of the vehicle, and when the load of the vehicle is small, the hub reduction mechanism 100 can be switched to a transmission path with small transmission ratio so as to increase the output rotating speed of the hub reduction mechanism 100 and improve the maximum speed of the vehicle, thereby enabling the vehicle with the hub reduction mechanism 100 of the embodiment of the utility model to adapt to two working conditions of heavy load and light load, having higher adaptability and being capable of taking both dynamic property and energy consumption economy into consideration.
Thus, the hub reduction mechanism 100 according to the embodiment of the utility model can achieve the advantages of high power performance, low energy consumption, simple structure, high universality and the like.
In some embodiments of the present utility model, the gear ratio of the first side gear 110 and the second side gear 120 is greater than the gear ratio of the first side gear 110 and the differential lock 140.
Thus, when the load of the vehicle is large, the differential lock 140 can be switched to the unlocking state, the half shaft 600 does not transmit power to the differential lock 140, the power of the drive axle 1 is transmitted to the wheels 700 from the half shaft 600 through the first half shaft gear 110, the first planetary gear 130 and the second half shaft gear 120 in sequence, so that the output torque of the wheel side speed reducing mechanism 100 is increased, the driving force of the vehicle is improved, and when the load of the vehicle is small, the differential lock 140 can be switched to the locking state, the power of the drive axle 1 is directly transmitted to the wheels 700 from the half shaft 600 through the differential lock 140, so that the output rotation speed of the wheel side speed reducing mechanism 100 is increased, the maximum speed of the vehicle is improved, and the vehicle can run quickly when the load of the vehicle is light.
In some embodiments of the present utility model, the gear ratio of the first side gear 110 and the second side gear 120 is not less than 2.
For example, the transmission ratio of the first side gear 110 to the second side gear 120 may be 2, 3, 4 or 5, so that when the wheel side reduction mechanism 100 in the embodiment of the present utility model is applied to some dump vehicles, a large torque is required for driving at low speed and heavy load, the vehicle speed can be higher at idle, and when the half shaft 600 transmits power to the wheels 700 through the first side gear 110, the first planetary gear 130 and the second side gear 120, the output torque of the wheel side reduction mechanism 100 is large enough to meet the use requirement of the large torque of the vehicle.
In some embodiments of the present utility model, as shown in FIG. 1, the wheel-side reduction mechanism 100 further includes a housing 150.
The first side gear 110, the second side gear 120, the plurality of first planet gears 130 and the differential lock 140 are disposed in a housing 150, the housing 150 is adapted to be connected to the wheel 700, the differential lock 140 and the second side gear 120 are both connected to the housing 150, the first planet gears 130 are rotatably mounted to the housing 150, and the rotational axes of the first side gear 110 and the second side gear 120 are coincident and spaced apart. Wherein the first planetary gear 130 revolves around the rotation axis of the first half-shaft gear 110 and rotates around its own rotation axis, and the rotation axis of the first planetary gear 130 is perpendicular to the rotation axis of the first half-shaft gear 110.
That is, the wheel 700, the housing 150, the differential lock 140 and the second side gear 120 can be rotated synchronously, and when the differential lock 140 is in the unlocked state, the half shaft 600 can transmit power to the second side gear 120 through the first side gear 110 and the first planetary gear 130, and the second side gear 120 can transmit power to the housing 150 more reliably, so that the wheel 700 can be driven to rotate, so that the vehicle can stably run; when the differential lock 140 is in the locking state, the half shaft 600 can directly transmit power to the housing 150 through the differential lock 140, so as to drive the wheels 700 to rotate, the rotation speeds of the wheels 700 and the half shaft 600 are the same, which is equivalent to no wheel side speed reduction, the reduction ratio of the wheel side speed reduction mechanism 100 is 1, and the highest running speed of the vehicle can be improved when the vehicle is unloaded.
In some embodiments of the present utility model, as shown in FIG. 1, the second side gear 120 is located on the side of the first side gear 110 facing the half shaft 600, and the half shaft 600 is in driving connection with the first side gear 110 through the housing 150 and the second side gear 120, and the differential lock 140 is mounted on the inner wall of the side of the housing 150 away from the half shaft 600 in the axial direction of the half shaft 600.
Thus, most of the housing 150 can be sleeved on the half shaft 600, the half shaft 600 passes through the housing 150 and the second half shaft gear 120, so that on one hand, the position interference between the half shaft 600 and the housing 150 or between the second half shaft gear 120 can be avoided, and on the other hand, the second half shaft gear 120 and the housing 150 can be supported by the half shaft 600, which is beneficial to improving the connection stability of the half shaft 600 and the housing 150, so that the housing 150 can rotate around the central axis of the half shaft 600, and further, when the half shaft 600 is locked with the differential lock 140, the housing 150 can rotate synchronously with the half shaft 600, and the force transmission is more stable and reliable.
A transaxle 1 according to an embodiment of the present utility model is described below with reference to the drawings.
As shown in fig. 2, the transaxle 1 includes an axle housing, a driving motor group 100, a first reduction mechanism 300, a second reduction mechanism 400, a differential 500, and the hub reduction mechanism 100 according to the above-described embodiment of the present utility model.
The driving motor unit 100 is arranged in the axle housing, the first speed reducing mechanism 300 is arranged in the axle housing, the input end of the first speed reducing mechanism 300 is in transmission connection with the driving motor unit 100, the rotating speed of the output end of the first speed reducing mechanism 300 is smaller than that of the input end of the first speed reducing mechanism 300, the input end of the second speed reducing mechanism 400 is in transmission connection with the output end of the second speed reducing mechanism 400, the rotating speed of the output end of the second speed reducing mechanism 400 is smaller than that of the input end of the second speed reducing mechanism 400, the differential 500 is in transmission connection with the second speed reducing mechanism 400, and the differential 500 is in transmission connection with the wheel edge speed reducing mechanism 100 through the half axle 600.
In this way, the driving motor set 100 can transmit power to the input end of the first speed reducing mechanism 300, the output end of the first speed reducing mechanism 300 can realize the speed reduction transmission of the driving motor set 100, and further the output torque of the driving motor set 100 can be increased, and the output rotation speed of the second speed reducing mechanism 400 is further reduced, and further the output torque of the first speed reducing mechanism 300 is increased, so that the driving motor set 100 can generate larger torque under smaller working current to increase the driving force of the driving axle 1, which is beneficial to reducing the energy consumption of the vehicle, therefore, the first speed reducing mechanism 300, the second speed reducing mechanism 400 and the wheel side speed reducing mechanism 100 cooperate to realize the three-stage speed reduction transmission of the driving axle 1, the transmission ratio of the driving axle 1 is larger, the power performance of the vehicle is more effectively improved, and the endurance mileage is higher.
Moreover, by arranging the differential 500, the power of the second reduction mechanism 400 can be firstly transmitted to the differential 500, the differential 500 transmits the power to the wheel end through the half shaft 600, and the differential 500 can realize that the left and right wheels 700 rotate at different rotation speeds, so that the vehicle can turn, and the vehicle can conveniently run on a hollow road surface, and the wheels 700 are prevented from skidding.
The transaxle 1 according to the embodiment of the present utility model can achieve both high power performance and low energy consumption by using the hub reduction mechanism 100 according to the above-described embodiment of the present utility model, and has advantages of simple structure, high versatility, and the like.
In some embodiments of the present utility model, as shown in fig. 2, the second reduction mechanism 400 includes a first driving gear 410, a second driving gear 420, a synchronizer 450, a first driven gear 430, and a second driven gear 440.
The first driving gear 410 and the second driving gear 420 are sleeved at the input end of the first speed reducing mechanism 300 in an empty mode, the synchronizer 450 is sleeved at the input end of the first speed reducing mechanism 300 in a sliding mode, the synchronizer 450 and the input end of the first speed reducing mechanism 300 rotate synchronously, the synchronizer 450 is selectively in transmission connection with one of the first driving gear 410 and the second driving gear 420, the first driven gear 430 and the second driven gear 440 are respectively in transmission connection with the differential 500, the first driven gear 430 is meshed with the first driving gear 410, and the second driven gear 440 is meshed with the second driving gear 420. Wherein the transmission ratio of the first driving gear 410 and the first driven gear 430 is not equal to the transmission ratio of the second driving gear 420 and the second driven gear 440.
That is, the second reduction mechanism 400 has two gears, when the synchronizer 450 is in driving connection with the first driving gear 410, the first reduction mechanism 300 can transmit power to the differential 500 through the first driving gear 410 and the first driven gear 430 to drive the wheels 700 to rotate, and when the synchronizer 450 is in driving connection with the second driving gear 420, the first reduction mechanism 300 can transmit power to the differential 500 through the second driving gear 420 and the second driven gear 440 to drive the wheels 700 to rotate, and because the transmission ratio of the first driving gear 410 and the first driven gear 430 is not equal to the transmission ratio of the second driving gear 420 and the second driven gear 440, the driver can switch the gears of the second reduction mechanism 400 according to the actual load situation of the vehicle to realize different transmission ratios of the driving axle 1, so as to improve the driving performance of the driving axle 1 and reduce the energy consumption of the vehicle.
In addition, the first driving gear 410 and the second driving gear 420 are sleeved at the output end of the first reduction mechanism 300 and are separately arranged at two opposite sides of the synchronizer 450, so that the synchronizer 450 can move towards the direction close to the first driving gear 410, the synchronizer 450 and the first driving gear 410 are in transmission connection and the transmission of the synchronizer 450 and the second driving gear 420 is disconnected, and similarly, the synchronizer 450 can move towards the direction close to the second driving gear 420, so that the synchronizer 450 and the second driving gear 420 are in transmission connection and the transmission of the synchronizer 450 and the first driving gear 410 is disconnected, and the switching mode of the synchronizer 450 is simple and easy to realize.
In some embodiments of the present utility model, as shown in FIG. 2, a first reduction mechanism 300 includes a sun gear 210, a ring gear 220, a plurality of second planet gears 230, and a planet carrier 240.
The sun gear 210 is in driving connection with the driving motor set 100, the gear ring 220 is fixedly connected with the axle housing and surrounds the sun gear 210, the second planetary gears 230 are respectively meshed with the outer peripheral teeth of the sun gear 210 and the inner peripheral teeth of the gear ring 220, each second planetary gear 230 revolves around the central axis of the sun gear 210 and rotates around the central axis of the second planetary gear 230, the rotation axis of the second planetary gears 230 is parallel to and not coincident with the rotation axis of the sun gear 210, a plurality of second planetary gears 230 are rotatably connected to the planet carrier 240, and the planet carrier 240 is in driving connection with the input end of the second speed reduction mechanism 400.
Therefore, the positions of the gear ring 220 and the axle housing are relatively fixed, the gear ring 220 cannot rotate relative to the axle housing, the power of the driving motor set 100 is transmitted to the sun gear 210 through the motor shaft, the sun gear 210 can drive the second planet gears 230 to rotate around the rotation axes of the second planet gears 230, and simultaneously drive the second planet gears 230 to revolve around the rotation axes of the sun gear 210, so that the planet carrier 240 can be driven to rotate around the rotation axes of the sun gear 210, the transmission ratio of the sun gear 210 to the planet carrier 240 is large, the transmission ratio of the driving motor set 100 to the output end of the first speed reducing mechanism 300 is large, and the first speed reducing mechanism 300 can greatly reduce the speed of the driving motor set 100, so that the torque of the driving motor set 100 can be greatly increased, and the driving performance of the driving motor set 100 is improved.
In some embodiments of the present utility model, as shown in fig. 2, the driving motor group 100 includes a first motor 210 and a second motor 220.
The first motor 210 is provided with a first motor shaft 211, the first motor shaft 211 is in transmission connection with the sun gear 210, the second motor 220 is provided with a second motor shaft 221, the second motor shaft 221 is in transmission connection with the sun gear 210, and the first motor 210 and the second motor 220 are respectively arranged on two opposite axial sides of the sun gear 210.
Wherein, the first motor 210 and the second motor 220 may be parallel axis motors. Through setting up first motor 210 and second motor 220, first motor 210 and second motor 220 can drive sun gear 210 simultaneously and rotate, be favorable to improving the drive power of driving motor group 100, driving motor group 100's dynamic performance is better and torque capacity is sufficient, moreover, first motor 210 and second motor 220 can distribute in the both sides of first reduction gears 300 and second reduction gears 400, driving motor group 100's symmetry is higher, driving motor group 100's weight is more even in the distribution of the left and right directions of vehicle, overall arrangement simple to operate.
A vehicle according to an embodiment of the present utility model, which includes the transaxle 1 according to the above-described embodiment of the present utility model, will be described below with reference to the drawings.
According to the vehicle of the embodiment of the utility model, by using the drive axle 1 according to the above embodiment of the utility model, both strong power performance and low energy consumption can be achieved, and the vehicle has the advantages of simple structure, high versatility and the like.
Other configurations and operations of the wheel-side reduction mechanism 100, the transaxle 1, and the vehicle according to the embodiment of the present utility model are known to those skilled in the art, and will not be described in detail herein.
In the description herein, reference to the term "particular embodiment," "particular example," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.
While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A wheel-side reduction mechanism, comprising:
the first half-shaft gear is suitable for being in transmission connection with the half shaft;
a second side gear adapted for driving connection with a wheel;
a plurality of first planetary gears meshed with the first and second side gears, respectively;
a differential lock adapted to be drivingly connected to the wheel and switchable between an unlocked state and a locked state, the differential lock being disconnected from the first side gear when in the unlocked state, the first side gear transmitting power to the wheel via the second side gear, the differential lock being drivingly connected to the first side gear when in the locked state, the first side gear transmitting power to the wheel via the differential lock;
wherein the transmission ratio of the first side gear and the second side gear is different from the transmission ratio of the first side gear and the differential lock.
2. The wheel-side reduction mechanism of claim 1, wherein a gear ratio of the first side gear and the second side gear is greater than a gear ratio of the first side gear and the differential lock.
3. The wheel-side reduction mechanism of claim 1, wherein a gear ratio of the first side gear and the second side gear is not less than 2.
4. The wheel-side reduction mechanism of claim 1, further comprising:
a housing, in which the first side gear, the second side gear, the plurality of first planetary gears, and the differential lock are disposed, the housing being adapted to be connected to the wheels, the differential lock and the second side gear being both connected to the housing, the first planetary gear being rotatably mounted to the housing, the rotational axes of the first and second side gears being coincident and spaced apart;
the first planet gears revolve around the rotation axis of the first half-shaft gear and rotate around the rotation axis of the first planet gears, and the rotation axis of the first planet gears is perpendicular to the rotation axis of the first half-shaft gear.
5. The wheel side reduction mechanism of claim 4, wherein the second side gear is located on a side of the first side gear facing the axle shaft, the axle shaft being in driving connection with the first side gear through the housing and the second side gear;
the differential lock is mounted on the inner wall of one side of the shell, which is far away from the half shaft along the axial direction of the half shaft.
6. A drive axle, comprising:
a bridge housing;
the driving motor group is arranged in the axle housing;
the first speed reducing mechanism is arranged in the axle housing, the input end of the first speed reducing mechanism is in transmission connection with the driving motor group, and the rotating speed of the output end of the first speed reducing mechanism is smaller than that of the input end of the first speed reducing mechanism;
the input end of the second speed reducing mechanism is in transmission connection with the output end of the second speed reducing mechanism, and the rotating speed of the output end of the second speed reducing mechanism is smaller than that of the input end of the second speed reducing mechanism;
the differential mechanism is connected with the second speed reducing mechanism in a transmission way;
the wheel-side reduction mechanism of any one of claims 1-5, the differential being drivingly connected to the wheel-side reduction mechanism by a half shaft.
7. The drive axle of claim 6 wherein said second reduction mechanism comprises:
the first driving gear and the second driving gear are sleeved at the input end of the first speed reducing mechanism in a hollow mode;
the synchronizer is sleeved at the input end of the first speed reducing mechanism in a sliding manner, and synchronously rotates with the input end of the first speed reducing mechanism, and is selectively connected with one of the first driving gear and the second driving gear in a transmission manner;
the first driven gear and the second driven gear are respectively connected with the differential in a transmission way, the first driven gear is meshed with the first driving gear, and the second driven gear is meshed with the second driving gear;
wherein the transmission ratio of the first driving gear and the first driven gear is not equal to the transmission ratio of the second driving gear and the second driven gear.
8. The drive axle of claim 6 wherein the first reduction mechanism comprises:
the sun gear is in transmission connection with the driving motor group;
the gear ring is fixedly connected with the axle housing and surrounds the sun gear;
a plurality of second planetary gears meshed with the outer peripheral teeth of the sun gear and the inner peripheral teeth of the ring gear, respectively, each of the second planetary gears revolving around a central axis of the sun gear and rotating around its own central axis, a rotation axis of the second planetary gears being parallel to and not coincident with a rotation axis of the sun gear;
the planet carrier is rotatably connected with the second planet gears, and is in transmission connection with the input end of the second speed reducing mechanism.
9. The drive axle of claim 8 wherein said drive motor assembly comprises:
the first motor is provided with a first motor shaft which is in transmission connection with the sun gear;
the second motor is provided with a second motor shaft, the second motor shaft is in transmission connection with the sun gear, and the first motor and the second motor are respectively arranged on two opposite sides of the sun gear in the axial direction.
10. A vehicle comprising a drive axle according to any one of claims 6-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320239684.5U CN219242582U (en) | 2023-02-01 | 2023-02-01 | Hub reduction mechanism, drive axle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320239684.5U CN219242582U (en) | 2023-02-01 | 2023-02-01 | Hub reduction mechanism, drive axle and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN219242582U true CN219242582U (en) | 2023-06-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320239684.5U Active CN219242582U (en) | 2023-02-01 | 2023-02-01 | Hub reduction mechanism, drive axle and vehicle |
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| Country | Link |
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| CN (1) | CN219242582U (en) |
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2023
- 2023-02-01 CN CN202320239684.5U patent/CN219242582U/en active Active
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