CN219487155U - Dual-motor electric drive axle with synchronous mechanism - Google Patents
Dual-motor electric drive axle with synchronous mechanism Download PDFInfo
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- CN219487155U CN219487155U CN202223203173.2U CN202223203173U CN219487155U CN 219487155 U CN219487155 U CN 219487155U CN 202223203173 U CN202223203173 U CN 202223203173U CN 219487155 U CN219487155 U CN 219487155U
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- electric drive
- drive axle
- ring
- motor electric
- synchronous
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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 relates to the field of electric drive axles, in particular to a double-motor electric drive axle with a synchronous mechanism, which comprises a drive motor, a main speed reducer, a half shaft, a wheel-side speed reducer, a service brake and a wheel hub which are symmetrically arranged on an axle housing assembly; the left half shaft and the right half shaft are connected by a synchronizer to realize synchronous driving; the driving power of the driving motor is provided by a servo driving controller, and the servo driving controller controls the rotating speed and the torque. The beneficial effects of the utility model are as follows: the motor volume is reduced, the height of the center of gravity of the vehicle is reduced, the running stability of the vehicle is increased, the differential-speed running of the wheel edge is realized, the mechanical structure is simplified, and the mechanical abrasion and mechanical failure points are reduced; the motor operation high-efficiency area is utilized to the maximum extent, and the operation efficiency of the whole vehicle is improved; the synchronizer between the double half shafts can realize normal running of the vehicle when the light load or the single-side motor fails; the improvement of the piston of the service brake improves the braking effect of the wheel-side speed reducer.
Description
Technical Field
The utility model relates to the field of electric drive axles, in particular to a double-motor electric drive axle with a synchronous mechanism.
Background
Conventional single motor electric drive axles require high horsepower and large volume motors for power drive. The installation space is large, which is not beneficial to the low gravity center and stable running of the vehicle; even to the detriment of increasing the ground clearance of the vehicle. The vehicle can run in a curve only by adding a mechanical differential to realize differential control on the wheel edge. And therefore, the mechanical system is complex, the abrasion links are more, and the mechanical failure rate is high. Under the conditions that the vehicle is under different loads and different running speeds, the efficient area of the motor is not beneficial to full utilization. When the motor and the controller fail, the vehicle cannot run. Meanwhile, the wheel side braking effect is poor when the load capacity is large, so that accidents are easy to occur. Aiming at the defects of the existing electric drive axle, the existing electric drive axle needs to be improved.
Disclosure of Invention
The utility model aims to solve the technical problems related to the background technology and provides a double-motor electric drive axle with a synchronous mechanism.
In order to achieve the above purpose, the utility model adopts the following technical scheme: a double-motor electric drive axle with a synchronous mechanism comprises a drive motor, a main speed reducer, a half shaft, a wheel-side speed reducer, a service brake and a wheel hub which are arranged on an axle housing assembly in a bilateral symmetry manner; the driving motor provides driving force for the main speed reducer, the main speed reducer drives the half shaft to rotate, the driving force is transmitted to the wheel-side speed reducer by the half shaft, and the wheel-side speed reducer drives the hub to rotate; the service brake provides braking for the drive axle; the left half shaft and the right half shaft are connected by a synchronizer to realize synchronous driving; the driving power of the driving motor is provided by a servo driving controller, and the servo driving controller controls the rotating speed and the torque.
The synchronizer consists of a synchronous gear ring, a synchronous ring, a joint sleeve, a sliding block, a shifting fork, a spline hub and a spline; the joint sleeve is sleeved on the spline hub outer ring, and slide block grooves matched with the slide blocks are uniformly distributed on the spline hub outer ring and the joint sleeve inner ring; the outer ring of the joint sleeve is provided with a ring groove, the shifting fork is arranged in the ring groove, and the joint sleeve is driven by the shifting fork to axially move.
When the left half shaft and the right half shaft have synchronous rotation requirements, the synchronizer acts, and at the moment, the engagement sleeve moves leftwards by the shifting fork to push the synchronizing ring to move against the synchronizing gear ring at the head end of the left half shaft. The synchronous gear ring is attached to the conical surface of the synchronous ring with the same taper, and friction torque between the conical surfaces drives the synchronous gear ring to rotate. In the rotating process, when the slide block is centered with the notch of the synchronous ring, the joint sleeve is locked with the tooth side locking angle on the synchronous ring, so that the synchronous embedding between the joint sleeve and the tooth of the synchronous ring is completed. With the increase of the gear engaging thrust, the engagement sleeve is further pushed to the synchronous gear ring, and the rotation speed difference between the synchronous gear ring and the engagement sleeve enables the tooth side synchronous angle of the engagement sleeve to be embedded into the tooth side synchronous angle of the gear ring after following a certain rotation angle, so that synchronous locking is completed, and finally, the inter-tooth axial synchronous embedding is achieved. The right half shaft, the spline hub and the synchronizing sleeve are connected through splines, and are embedded with the left half shaft synchronizing gear ring through the synchronizing sleeve, so that synchronization with the left half shaft is realized. When the left half shaft and the right half shaft are locked synchronously, the left wheel-side speed reducer and the right wheel-side speed reducer can be driven to synchronously run simultaneously.
Further, the inner ring of the joint sleeve is provided with an annular positioning groove, a positioning element is arranged in the annular positioning groove, and axial positioning is applied to the joint sleeve in the neutral position.
Further, the spiral groove is formed on the conical surface in the synchronizing ring, so that after the two conical surfaces are contacted, an oil film is destroyed, and friction between the conical surfaces is increased.
Further, the hub reduction gear adopts a planetary reduction gear structure.
Further, the service brake consists of a brake end cover, a brake shell, a gear ring, a dynamic friction plate and a static friction plate, wherein the gear ring and the dynamic friction plate are arranged in the brake shell; the brake shell is fixedly connected to the axle housing assembly through a brake end cover; the static friction plate is fixedly connected to the inner side of the brake shell; the dynamic friction plate is sleeved on the gear ring and is installed at intervals with the static friction plate.
Further, a piston is arranged in the brake shell and is used for pushing the movable friction plate to be combined with the static friction plate, braking torque is generated between the friction pairs, and the rotation speed of the movable friction plate along with the static friction plate is forced to be zero, so that a braking effect is achieved.
Further, a sealing ring is arranged on the piston, so that the tightness of the service brake is ensured.
Further, a floating oil seal assembly is arranged between the brake shell and the hub so as to ensure that lubricating oil in the brake shell is not leaked.
Compared with the prior art, the utility model has the beneficial effects that: the double motors are adopted for driving, so that the volume of the motors is reduced, the height of the center of gravity of the vehicle is reduced, the running stability of the vehicle is improved, the ground clearance of the vehicle is also increased, differential operation control is carried out on the motors, differential operation of the wheel sides is realized, a mechanical differential device is omitted, the mechanical structure is simplified, and mechanical abrasion and mechanical failure points are reduced; meanwhile, according to the load condition, the motor can be operated by a single motor or by two motors, so that the motor operation high-efficiency area is utilized to the maximum extent, the whole vehicle operation efficiency is improved, and the energy-saving purpose is achieved; the synchronizer between the double half shafts can realize normal running of the vehicle when the light load or the single-side motor fails; the improvement of the piston of the service brake improves the braking effect of the wheel-side speed reducer.
Drawings
FIG. 1 is a simplified schematic diagram of a dual motor electric drive axle with a synchronizing mechanism;
FIG. 2 is a schematic diagram of a dual motor electric drive axle with a synchronizing mechanism;
FIG. 3 is a schematic diagram of the structure of the synchronizer;
fig. 4 is a schematic diagram of the construction of the service brake and the wheel-side reducer.
Detailed Description
In order that the utility model may be readily understood, a more complete description of the utility model will be rendered by reference to the appended drawings. Preferred embodiments of the present utility model are shown in the drawings. This utility model may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Examples: referring to fig. 1-4, a double-motor electric drive axle with a synchronous mechanism comprises a drive motor 2, a main speed reducer 3, a half shaft 4, a wheel-side speed reducer 5, a service brake 6 and a hub 7 which are symmetrically arranged on the axle housing assembly 1; the left half shaft 4 and the right half shaft 4 are connected by a synchronizer 8 to realize synchronous driving; the drive motor 2 is supplied with electric power and driven by a servo drive controller 9.
The driving motor 2 adopts a double-motor mode, is respectively connected with the left main speed reducer 3 and the right main speed reducer 3, and provides driving force.
The main speed reducer 3 is a power transmission module for primary speed reduction and transmission of the drive axle.
The half shaft 4 is a part for connecting the main speed reducer 2 and the wheel-side speed reducer 4 and carrying power transmission in the axle housing assembly 6.
The wheel-side speed reducer 5 is a power transmission module for forming the secondary speed reduction and transmission of the driving axle.
The service brake 6 consists of a brake end cover 61, a brake shell 62, a gear ring 63, a dynamic friction plate 64 and a static friction plate 65 which are arranged in the brake shell 62; the brake housing 62 is fixedly connected to the axle housing assembly 1 by a brake end cap 61; the static friction plate 65 is fixedly connected to the inner side of the brake housing 62; the dynamic friction plate 64 is sleeved on the gear ring 63 and is installed at intervals with the static friction plate 65; thereby forming the brake module of the drive axle.
The hub mechanism 7 is a module for connecting and driving the wheels to run.
The synchronizer 8 is a mechanism module which is connected with the left half shaft 3 and the right half shaft 3 and can realize linkage of the two half shafts 3. The synchronizer 8 consists of a synchronous gear ring 81, a synchronous ring 82, a joint sleeve 83, a sliding block 84, a shifting fork 85, a spline hub 86 and a spline 87; the joint sleeve 83 is sleeved on the outer ring of the spline hub 86, and slide block grooves 840 matched with the slide blocks 84 are uniformly distributed on the outer ring of the spline hub 86 and the inner ring of the joint sleeve 83; the outer ring of the engagement sleeve 83 is provided with an annular groove 831, the shifting fork 85 is arranged in the annular groove 831, and the engagement sleeve 83 is driven by the shifting fork 85 to axially move. 8
The working principle of the utility model is as follows:
the servo drive controller 9 converts a direct current power supply into an alternating current power, supplies the alternating current power to the drive motor 2, and rotates the drive motor 2.
The driving motor 2 drives the main speed reducer 3 to rotate, thereby driving the half shaft 4 connected with the main speed reducer 3 to rotate.
The half shaft 4 rotates away from the end of the final drive 3, which drives the wheel-side reducer 5.
The hub 7 is driven by the hub reduction gear 5 to drive the wheel to rotate.
When the left half shaft 4 and the right half shaft 4 have synchronous rotation requirements, the joint sleeve 83 of the synchronizer 8 is pushed to move leftwards by the shifting fork 85, and the synchronous ring 82 is pushed to move towards the synchronous gear ring 81 at the head end of one half shaft 4. The synchronous ring 82 is attached to the conical surface of the synchronous gear ring 81 with the same taper, and friction torque between the conical surfaces drives the synchronous gear ring 81 to rotate; during rotation, when the slide block 84 in the engagement sleeve 83 is aligned with the notch 821 on the synchronizing ring 82, the engagement sleeve 83 is locked with the tooth side locking angle on the synchronizing ring 82, and the synchronous engagement between the teeth of the engagement sleeve 83 and the synchronizing ring 82 is completed.
Further, with the increase of the gear-engaging thrust, the engagement sleeve 83 is further pushed to the synchronous gear ring 81, and the rotational speed difference between the synchronous gear ring 81 and the engagement sleeve 83 makes the tooth side synchronous angle of the engagement sleeve 83 follow a certain rotation angle and then be embedded into the tooth side synchronous angle of the synchronous gear ring 81, so as to complete synchronous locking, and finally achieve inter-tooth axial synchronous embedding. The half shafts 4, the engagement sleeve 83 and the spline hub 86 are connected by splines 87, and the engagement sleeve 83 is engaged with the synchronizing gear ring 81 of the other half shaft 4 to synchronize the left and right half shafts 4. When the two half shafts 4 are locked synchronously, the wheel edges can be driven synchronously.
Further, the inner ring of the engagement sleeve 83 is provided with an annular positioning groove 832, and a positioning element 88 is provided in the annular positioning groove 832, and the positioning element 88 can axially position the engagement sleeve 83 in the neutral position.
Further, the inner conical surface of the synchronizer ring 82 is provided with a spiral groove 822, so that after the two conical surfaces are contacted, an oil film is broken, and friction between the conical surfaces is increased.
Further, a piston 66 is disposed in the brake housing 62, when the vehicle applies braking pressure to the piston 66, the braking pressure pushes the piston 66 to combine the movable friction plate 64 and the static friction plate 65, a braking moment is generated between the friction pair, so that the rotational speed of the movable friction plate 64 along with the static friction plate 65 is forced to be zero, the relative rotation of the gear ring 63 connected to the movable friction plate 64, the hub 7 fixedly connected to the gear ring 63 and the brake housing 62 is prevented, and further, a braking effect is achieved, so that the hub reduction gear 5 is stationary.
Further, a sealing ring 661 is installed on the piston 66, so that the tightness of the service brake 6 is ensured.
Further, a floating oil seal assembly 67 is installed between the brake housing 62 and the hub 7, so as to ensure that lubricating oil in the brake housing 62 does not leak.
Compared with the prior art, the utility model has the following beneficial effects: the double motors are adopted for driving, so that the volume of the motors is reduced, the height of the center of gravity of the vehicle is reduced, the running stability of the vehicle is improved, the ground clearance of the vehicle is also increased, differential operation control is carried out on the motors, differential operation of the wheel sides is realized, a mechanical differential device is omitted, the mechanical structure is simplified, and mechanical abrasion and mechanical failure points are reduced; meanwhile, according to the load condition, the motor can be operated by a single motor or by two motors, so that the motor operation high-efficiency area is utilized to the maximum extent, the whole vehicle operation efficiency is improved, and the energy-saving purpose is achieved; the synchronizer between the double half shafts can realize normal running of the vehicle when the light load or the single-side motor fails; the improvement of the piston of the service brake improves the braking effect of the wheel-side speed reducer.
The above examples only represent some embodiments of the utility model, which are described in more detail and are not to be construed as limiting the scope of the utility model. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.
Claims (10)
1. A double-motor electric drive axle with a synchronous mechanism comprises a drive motor, a main speed reducer, a half shaft, a wheel-side speed reducer, a service brake and a wheel hub which are arranged on an axle housing assembly in a bilateral symmetry manner; the method is characterized in that: the left half shaft and the right half shaft are connected by a synchronizer to realize synchronous driving; the driving power of the driving motor is provided by a servo driving controller, and the servo driving controller controls the rotating speed and the torque.
2. The dual motor electric drive axle with synchronizing mechanism of claim 1, wherein: the synchronizer consists of a synchronous gear ring, a synchronous ring, a joint sleeve, a sliding block, a shifting fork, a spline hub and a spline.
3. A dual motor electric drive axle with synchronizing mechanism as defined in claim 2, wherein: the joint sleeve is sleeved on the spline hub outer ring, and slide block grooves matched with the slide blocks are uniformly distributed on the spline hub outer ring and the joint sleeve inner ring.
4. A dual motor electric drive axle with a synchronizing mechanism as defined in claim 3, wherein: the outer ring of the joint sleeve is provided with a ring groove, and the shifting fork is arranged in the ring groove.
5. The dual motor electric drive axle with synchronizing mechanism of claim 4, wherein: the inner ring of the joint sleeve is provided with an annular positioning groove, and a positioning element is arranged in the annular positioning groove.
6. The dual motor electric drive axle with synchronizing mechanism of claim 5, wherein: the conical surface in the synchronizing ring is provided with a spiral groove.
7. The dual motor electric drive axle with synchronizing mechanism of claim 6, wherein: the service brake consists of a brake end cover, a brake shell, a gear ring, a dynamic friction plate and a static friction plate, wherein the gear ring and the dynamic friction plate are arranged in the brake shell.
8. A dual motor electric drive axle with a synchronizing mechanism according to any of the claims 1-7, characterized in that: a piston is arranged in the brake shell and is used for pushing the dynamic friction plate and the static friction plate to be combined.
9. The dual motor electric drive axle with synchronizing mechanism of claim 8, wherein: the piston is provided with a sealing ring.
10. The dual motor electric drive axle with synchronizing mechanism of claim 9, wherein: a floating oil seal assembly is arranged between the brake shell and the hub.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223203173.2U CN219487155U (en) | 2022-12-01 | 2022-12-01 | Dual-motor electric drive axle with synchronous mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223203173.2U CN219487155U (en) | 2022-12-01 | 2022-12-01 | Dual-motor electric drive axle with synchronous mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219487155U true CN219487155U (en) | 2023-08-08 |
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ID=87507352
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223203173.2U Active CN219487155U (en) | 2022-12-01 | 2022-12-01 | Dual-motor electric drive axle with synchronous mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219487155U (en) |
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2022
- 2022-12-01 CN CN202223203173.2U patent/CN219487155U/en active Active
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