WO2023141883A1 - Electric axle driving system and vehicle - Google Patents

Abstract

An electric axle driving system and a vehicle. The electric axle driving system comprises: a motor (1) provided with a motor shaft (11); a transmission unit (2) which comprises a first transmission wheel (21), a second transmission wheel (22), and a synchronizer (23), the first transmission wheel (21) and the second transmission wheel (22) being driven by the transmission unit (2) to separately rotate and being coaxially arranged; a first output shaft (3) connected to the first transmission wheel (21) in a rotationally fixed manner; and a second output shaft (4) connected to the second transmission wheel (22) in a rotationally fixed manner, wherein the transmission unit (2) can drive the second output shaft (4) to move in the axial direction thereof so as to switch between a first position, a second position and a third position. According to the electric axle driving system in the present application, a differential can be locked when needed, so that the rotation speeds of the output shafts on the two sides are the same.

Description

Bridge drive system and vehicle technical field

The invention relates to an electric bridge driving system and a vehicle.

Background technique

In a vehicle's transaxle drive system, the input and output shafts are on the same axis. The existing bridge drive system does not have a differential lock function. When one drive wheel slips on a slippery road, for example, the differential will not lock, and the output shafts on both sides have different speeds. It is difficult for the bridge drive system to provide enough power or tractive torque to propel the vehicle.

Contents of the invention

The purpose of the present invention is to overcome or at least alleviate the shortcomings of the above-mentioned prior art, and to provide a bridge drive system, which enables the differential to be locked when necessary, so that the rotational speeds of the output shafts on both sides are the same.

The bridge drive system may be especially, but not limited to, a coaxial bridge drive system.

The application provides a bridge drive system, which includes:

a motor, the motor is provided with a motor shaft;

A transmission unit, the transmission unit includes a first transmission wheel, a second transmission wheel and a synchronizer, the first transmission wheel and the second transmission wheel are driven by the transmission unit to rotate respectively, and the first transmission wheel set coaxially with the second transmission wheel;

a first output shaft, the first output shaft and the first transmission wheel are connected in a rotationally fixed manner; and

The second output shaft is connected to the second transmission wheel in a torque-resistant manner, and the transmission unit can drive the second output shaft to move along its axial direction, so as to be in the first position, the second position and the third position, where

when the second output shaft is in the first position, the second output shaft is disengaged from the first transmission wheel,

when the second output shaft is in the second position, the synchronizer causes the first transmission wheel and the second transmission wheel to rotate synchronously through frictional contact,

When the second output shaft is in the third position, the second output shaft is connected to the first transmission wheel in a rotationally fixed manner.

In at least one embodiment, the synchronizer includes a first synchronizer subsection and a second synchronizer subsection, the first synchronizer subsection is fixedly connected to the first transmission wheel, and the second synchronizer The sub-section is fixedly connected to the second output shaft, the first synchronizer sub-section is opposite to the second synchronizer sub-section, and when the second output shaft is at the second position, the first synchronizer sub-section A synchronizer sub-section and the second synchronizer sub-section are in frictional contact to rotate synchronously.

In at least one embodiment, the first synchronizer sub-section includes a protrusion, the second synchronizer sub-section includes a groove, and the second output shaft protrudes from the bottom of the groove and does not protrude on the side wall portion of the groove,

When the second output shaft is in the second position, the protrusion contacts the side wall portion of the groove, and the second output shaft is not connected to the first synchronizer sub-section.

In at least one embodiment, the bump is in the shape of a truncated cone, and the shape of the groove is the same as that of the outer contour of the bump.

In at least one embodiment, the second position is between the first position and the third position, and the second output shaft passes through the second location.

In at least one embodiment, the motor shaft, the first output shaft and the second output shaft are on the same axis.

In at least one embodiment, the transmission unit includes a state switching mechanism capable of driving the second output shaft to move along the axial direction so that the second output shaft is at the first position and the third position.

In at least one embodiment, the state switching mechanism includes a state switching motor and a switching block, the state switching motor is configured to drive the switching block to move along the axial direction, and the switching block is connected to the second Output shaft.

In at least one embodiment, the electric bridge driving system further includes a transmission shaft, and during the movement of the second output shaft along the axial direction, the transmission shaft and the second output shaft are always kept against torsion connect.

The present application also proposes a vehicle, which includes the bridge drive system described in any one of the above technical solutions.

By adopting the above technical solution, the two output shafts are switched between the differential speed state and the differential speed lock state by moving the output shaft in the axial direction, so that the vehicle is easy to get out of trouble, and the switching action can be carried out while the vehicle is running without stopping first. Switch again.

Description of drawings

Fig. 1 shows a schematic structural diagram of a bridge driving system according to an embodiment of the present application.

Fig. 2 shows a schematic diagram of the principle of a bridge driving system according to an embodiment of the present application.

Fig. 3 shows a schematic structural view of the second output shaft of the bridge drive system in the first position according to the embodiment of the present application.

Fig. 4 shows a schematic structural diagram of the second output shaft of the bridge drive system in the second position according to the embodiment of the present application.

Fig. 5 shows a schematic structural diagram of the second output shaft of the bridge drive system in a third position according to an embodiment of the present application.

Detailed ways

Exemplary embodiments of the present invention are described below with reference to the accompanying drawings.

In the following description, if not specified, the axis A represents the axis of the bridge drive system, and the axis A is connected to the motor 1, the transmission unit 2, the first output shaft 3 and the second output shaft in the bridge drive system. The axial directions of the shafts 4 are consistent.

The present application proposes a vehicle, the vehicle includes an electric bridge drive system capable of driving the vehicle, and the vehicle may be an electric vehicle or a hybrid vehicle.

As shown in FIGS. 1 to 5 , the present invention provides an electric bridge drive system, which includes a motor 1 , a transmission unit 2 , a first output shaft 3 , a second output shaft 4 , a casing 5 and a transmission shaft 6 .

The motor 1 includes a motor shaft 11, and the motor shaft 11 is connected to a transmission unit 2, and the transmission unit 2 may include a transmission, a differential, a synchronizer and a state switching mechanism. The transmission, differential, and synchronizer of the motor 1 and the transmission unit 2 can be installed inside the casing 5, and the first output shaft 3 and the second output shaft 4 can protrude from the inside of the casing 5 for connecting wheels. The power of the motor 1 can be transmitted to the first output shaft 3 and/or the second output shaft 4 through the transmission unit 2, so as to drive the vehicle.

The motor shaft 11 , the first output shaft 3 and the second output shaft 4 are arranged coaxially, for example, the motor shaft 11 can be sleeved on the first output shaft 3 .

Referring to Fig. 2, the differential includes a first planetary wheel, a second planetary wheel, a planetary carrier, a first transmission wheel 21 and a second transmission wheel 22, the first transmission wheel 21 and the second transmission wheel 22 are coaxially arranged, and the planetary carrier Carrying the first planetary gear and the second planetary gear, the first planetary gear is meshed with the first transmission wheel 21, the second planetary wheel is meshed with the second transmission wheel 22, and the first planetary wheel is meshed with the second planetary wheel. The power of the motor 1 can be transmitted to the first transmission wheel 21 and the second transmission wheel 22 respectively. The first transmission wheel 21 is connected in a rotationally fixed manner to the first output shaft 3 , and the second transmission wheel 22 is connected in a rotationally fixed manner to the second output shaft 4 .

Optionally, the centers of the first transmission wheel 21 and the second transmission wheel 22 are provided with spline holes, the first output shaft 3 and the second output shaft 4 are provided with splines, and the first transmission wheel 21 and the first output shaft 3 The second drive wheel 22 and the second output shaft 4 may be connected in a rotationally fixed manner via splines. The second output shaft 4 can move along the axial direction A relative to the second transmission wheel 22 and switch between the first position, the second position and the third position.

As shown in Fig. 1 and Fig. 3, when the second output shaft 4 is in the first position, the second output shaft 4 is connected to the second transmission wheel 22 in a torque-proof manner, and is not connected to the first transmission wheel 21, and the first output shaft 3 and the second output shaft 4 are independent of each other. As shown in FIG. 4 , when the second output shaft 4 is in the second position, the second output shaft 4 is flexibly connected to the first transmission wheel 21 through a synchronizer 23 . The flexible connection means that the synchronizer 23 can withstand a certain torque, so that the first synchronizer sub-part 231 and the second synchronizer sub-part 232 tend to rotate synchronously, but it cannot bear enough to drive the vehicle for a long time like a rigid anti-torsion connection. higher torque. As shown in FIG. 5 , when the second output shaft 4 is in the third position, the second output shaft 4 is connected to the first transmission wheel 21 and the second transmission wheel 22 in a rotationally fixed manner.

As shown in FIG. 1 , the first transmission wheel 21 and the second transmission wheel 22 are provided with a synchronizer 23 , and the synchronizer 23 includes a first synchronizer sub-section 231 and a second synchronizer sub-section 232 . The first synchronizer subsection 231 is fixedly connected to the first transmission wheel 21, and the second synchronizer subsection 232 is connected to the second transmission wheel 22 in a rotationally fixed manner. For example, the second synchronizer subsection 232 and the second transmission wheel 22 can pass through Spline connection. The second synchronizer sub-part 232 can be fixedly connected with the second output shaft 4 , and both can move along the axial direction A under the action of the state switching motor 24 . The first synchronizer subsection 231 and the second synchronizer subsection 232 are arranged oppositely, and the first synchronizer subsection 231 and the second synchronizer subsection 232 can make the first transmission wheel 21 and the second transmission wheel 21 with different rotational speeds through contact friction. The transmission wheel 22 gradually reaches the same speed.

Optionally, the first synchronizer sub-part 231 includes a protruding truncated conical protrusion, and the second synchronizer sub-part 232 includes a groove having substantially the same shape as the outer contour of the first synchronizer sub-part 231 . When the first synchronizer sub-part 231 is inserted into the second synchronizer sub-part 232 , the tapered surfaces of the two can press and rub against each other, so as to synchronize the rotational speed. The first synchronizer sub-section 231 and/or the second synchronizer sub-section 232 are preferably elastic and deformable when pressed.

As shown in FIG. 3 , the first synchronizer sub-part 231 may axially protrude from the first transmission wheel 21 toward the second transmission wheel 22 . The second transmission wheel 22 may include a central recess, at least when the second output shaft 4 is in the first position, the second synchronizer sub-section 232 may be at least partially received in the central recess of the second transmission wheel 22 . Preferably, as shown in FIG. 3 , when the second output shaft 4 is at the first position, the second synchronizer sub-part 232 can be completely or substantially completely accommodated in the central depression of the second transmission wheel 22 .

In this way, the axial dimension of the differential can be reduced while keeping the radial dimension of the differential (the first transmission wheel 21 and the second transmission wheel 22 ) small.

Of course, the present invention is not limited thereto. For example, the first transmission wheel 21 may also include a recess for at least partially accommodating the first synchronizer sub-part 231 and the second synchronizer sub-part 232 .

In the normal and stable state of the vehicle, as shown in Figure 3, the second output shaft 4 is in the first position, the first synchronizer sub-part 231 and the second synchronizer sub-part 232 are separated, the first output shaft 3 and the second The output shaft 4 is in a differential state, and the rotational speeds of the first output shaft 3 and the second output shaft 4 can be different according to the requirements of driving conditions. The first transmission wheel 21 and the second transmission wheel 22 can provide different rotation speeds for the wheels on the left and right sides of the vehicle. For example, when the vehicle turns, the wheels on the left and right sides have different turning radii and different rotation speeds.

As shown in Figure 4, when the second output shaft 4 is in the second position, the first synchronizer sub-part 231 and the second synchronizer sub-part 232 can be squeezed into contact with each other, and the first synchronizer sub-part 231 and the second synchronizer sub-part 232 can be frictionally contacted. The second synchronizer subsection 232 rotates at the same speed. That is to say, when the second output shaft 4 is in the second position, the first output shaft 3 and the second output shaft 4 rotate at the same speed during the running of the vehicle.

The first synchronizer sub-part 231 can be provided with a spline hole, and when the second output shaft 4 is in the third position, the second output shaft 4 can be inserted into the spline hole, so that the second output shaft 4 and the first synchronizer sub-section The part 231 is connected in a rotationally fixed manner, that is, the second output shaft 4 is connected in a rotationally fixed manner to the first drive wheel 21 . The second output shaft 4 protrudes from the bottom of the groove of the second synchronizer sub-part 232, and the second output shaft 4 does not protrude from the side wall of the groove, in other words, the second output shaft 4 is not more synchronous than the second One end of the synchronizer sub-part 232 protrudes toward the first synchronizer sub-part 231 .

When the second output shaft 4 is in the second position, the protrusion contacts the side wall portion of the groove, the second output shaft 4 is not inserted into the spline hole of the first synchronizer sub-part 231, and the second output shaft 4 and the first synchronizer The sub-section 231 is not connected.

The second output shaft 4 can move along the axial direction A, switch between the first position, the second position and the third position, so that the second output shaft 4 is connected or separated from the first transmission wheel 21 in a torque-resistant manner. The second position is between the first position and the third position, and the second output shaft 4 needs to pass through the second position when moving from the first position to the third position.

When the second output shaft 4 is in the first position, the second transmission wheel 22 is connected to the second output shaft 4 through splines to prevent rotation. When the second output shaft 4 is in the third position, both the first transmission wheel 21 and the second transmission wheel 22 are connected to the second output shaft 4 through splines to prevent rotation. When the second output shaft 4 is in the second position, the first output shaft 3 and the second output shaft 4 rotate at the same speed, so that the vehicle can make the first output shaft 3 and the second output shaft 4 rotate at the same speed without stopping, and then the first output shaft 3 and the second output shaft 4 can rotate at the same speed. The spline hole of the synchronizer sub-part 231 can be opposite to the spline of the second output shaft 4 to keep the two synchronized during rotation, so that the spline can be easily inserted into the spline hole.

The end of the spline hole of the first synchronizer sub-part 231 and the end of the spline of the second output shaft 4 can be chamfered, so that the second output shaft 4 can be easily inserted into the spline hole of the first synchronizer sub-part 231 Inside.

The state switching mechanism can drive the second output shaft 4 to move along the axial direction A, so that the second output shaft 4 can switch among the first position, the second position and the third position. The state switching mechanism may include a motor, a hydraulic cylinder, or a combination of a hydraulic cylinder and a spring, etc., which provide power for switching the second output shaft 4 .

Optionally, the state switching mechanism may include a state switching motor 24 and a switching block 25 . The state switching motor 24 can be fixedly connected to the housing 5, and the state switching motor 24 is provided with a finger 241, and the state switching motor 24 can drive the finger 241 to move along the axial direction A. The switching block 25 is fixedly connected to the second output shaft 4 , and the second output shaft 4 can move together with the switching block 14 . The switching block 25 can be ring-shaped as a whole, and the outer periphery of the switching block 25 is provided with a ring-shaped groove, and the finger 241 is inserted into the groove, so that the switching block 25 can be driven to move along the axial direction A by the state switching motor 24, and then the first The second output shaft 4 moves along the axis A. The state switching motor 24 can drive the second output shaft 4 to switch between the first position, the second position and the third position.

The transmission shaft 6 can be connected to the hub of the vehicle. During the movement of the second output shaft 4 along the axial direction A, the transmission shaft 6 and the second output shaft 4 always maintain a torque-proof connection. For example, the end of the second output shaft 4 can be provided with a shaft connection part 41, the shaft connection part 41 is provided with a spline hole, the transmission shaft 6 is provided with a spline, and the shaft connection part 41 and the transmission shaft 6 can be connected by a spline. No matter the second output shaft 4 is in the first position, the second position or the third position, the second output shaft 4 can drive the transmission shaft 6 to rotate, and the transmission shaft 6 can keep the axial position fixed.

It can be understood that the connection manner between the second output shaft 4 and the transmission shaft 6 is not limited thereto. For example, the second output shaft 4 and the transmission shaft 6 can be spline-connected with the same sleeve, and the sleeve can be axially fixed with the second output shaft 4 or the transmission shaft 6 .

Referring to FIG. 1 , a bearing 51 may be provided between the casing 5 and the second output shaft 4 , and the bearing 51 may be a needle bearing. A seal ring 52 may be provided between the housing 5 and the second output shaft 4, and the seal ring 52 may be located outside the bearing 51, the outside of the housing 5 is the outside of the bearing 51, and the side of the cavity of the housing 5 is the bearing 51 inside. The sealing ring 52 can prevent foreign matters from entering the cavity of the housing 5 .

For the purpose of simplifying illustration, the bearing 51 and the sealing ring 52 are omitted in FIGS. 3 to 5 .

As shown in Figure 3, when the second output shaft 4 is in the first position, the first output shaft 3 and the second output shaft 4 are separated, the first output shaft 3 and the second output shaft 4 are in a differential state, and the transmission unit 2 can The first output shaft 3 and the second output shaft 4 are driven to rotate at different rotational speeds.

As shown in Figure 4, when the second output shaft 4 is in the second position, the first output shaft 3 and the second output shaft are flexibly connected through a synchronizer 23, and the first output shaft 3 and the second output shaft 4 can be at the same speed The synchronous rotation is convenient for the second output shaft 4 to move along the axial direction A and insert into the spline hole.

As shown in Figure 5, when the second output shaft 4 is in the third position, the first output shaft 3 and the second output shaft 4 are connected through spline anti-rotation (more specifically, the second output shaft 4 and the first synchronizer The sub-part 231 is connected torsionally by a spline, the first synchronizer sub-part 231 is connected torsionally to the second transmission wheel 231), the first output shaft 3 and the second output shaft 4 are in a differential lock state, and the first output shaft 3 Locked together with the second output shaft 4, the transmission unit 2 can drive the first output shaft 3 and the second output shaft 4 to rotate at the same speed. When the vehicle is running on some slippery road surfaces, this state can make the left and right driving wheels of the vehicle rotate at the same speed, which is convenient for the vehicle to get out of trouble.

When the wheels need to get out of trouble, the state switching motor 24 can drive the second output shaft 4 to move from the first position to the third position, and the vehicle is switched from the differential state to the differential lock state; the state switching motor 24 can drive the second output shaft 4 after the vehicle is out of trouble. The shaft 4 moves from the third position to the first position, and the vehicle switches from the differential lock state to the differential state.

This application realizes the differential lock function on the electric bridge drive system, and the two output shafts can be conveniently controlled to switch between the differential state and the differential lock state through the state switching motor 24, and the switching action can be performed while the vehicle is running. without having to stop and then switch.

Although the present application has been described in detail using the above-mentioned embodiments, it is obvious to those skilled in the art that the present application is not limited to the embodiments described in this specification. The present application can be modified and implemented as modified embodiments without departing from the spirit and scope of the present application defined by the claims. Therefore, the description in this specification is for the purpose of illustration and does not have any restrictive meaning to this application.

List of reference signs

1 motor 11 motor shaft

2 transmission unit 21 first transmission wheel 22 second transmission wheel 23 synchronizer 231 first synchronizer sub-part 232 second synchronizer sub-part 24 state switching motor 241 finger 25 switching block

3 first output shaft

4 Second output shaft 41 Shaft connecting part

5 housing 51 bearing 52 sealing ring

6 drive shaft

A axis

Claims (10)

A bridge drive system, characterized in that it comprises: A motor (1), the motor (1) is provided with a motor shaft (11); A transmission unit (2), the transmission unit (2) comprising a first transmission wheel (21), a second transmission wheel (22) and a synchronizer (23), the first transmission wheel (21) and the second transmission wheel (21) The transmission wheel (22) is driven by the transmission unit (2) to rotate respectively, and the first transmission wheel (21) and the second transmission wheel (22) are arranged coaxially; a first output shaft (3), said first output shaft (3) and said first transmission wheel (21) are connected in a rotationally fixed manner; and The second output shaft (4), the second output shaft (4) is connected to the second transmission wheel (22) in a torque-resistant manner, and the transmission unit (2) can drive the second output shaft (4) Move along its axis (A) to switch between a first position, a second position and a third position, where When the second output shaft (4) is in the first position, the second output shaft (4) is separated from the first transmission wheel (21), When the second output shaft (4) is in the second position, the synchronizer (23) synchronizes the first transmission wheel (21) and the second transmission wheel (22) through frictional contact turn around, When the second output shaft (4) is in the third position, the second output shaft (4) is connected to the first transmission wheel (21) in a rotationally fixed manner. The electric bridge drive system according to claim 1, characterized in that, the synchronizer (23) comprises a first synchronizer subsection (231) and a second synchronizer subsection (232), and the first synchronizer The sub-part (231) is fixedly connected to the first transmission wheel (21), the second synchronizer sub-part (232) is fixedly connected to the second output shaft (4), and the first synchronizer sub-part (231) and the second synchronizer subsection (232) are arranged oppositely, and when the second output shaft (4) is in the second position, the first synchronizer subsection (231) and the The second synchronizer sub-parts (232) are in frictional contact to rotate synchronously. The electric bridge driving system according to claim 2, characterized in that, the first synchronizer sub-part (231) includes a bump, the second synchronizer sub-part (232) includes a groove, and the second synchronizer sub-part (232) includes a groove. The output shaft (4) protrudes from the bottom of the groove and does not protrude from the side wall of the groove, When the second output shaft (4) is in the second position, the protrusion contacts the side wall portion of the groove, the second output shaft (4) and the first synchronizer sub-part (231) Not connected. The electric bridge drive system according to claim 3, wherein the protrusion is in the shape of a truncated cone, and the groove is in the same shape as the outer contour of the protrusion. The bridge drive system according to claim 1, characterized in that, the second position is between the first position and the third position, and the second output shaft (4) is driven by the first A position passes said second position during movement to said third position. The electric bridge driving system according to claim 1, characterized in that, the motor shaft (11), the first output shaft (3) and the second output shaft (4) are on the same axis. The electric bridge drive system according to claim 1, characterized in that, the transmission unit (2) includes a state switching mechanism capable of driving the second output shaft (4) along the axial direction ( A) Movement to switch said second output shaft (4) between said first position and said third position. The electric bridge driving system according to claim 7, characterized in that, the state switching mechanism comprises a state switching motor (24) and a switching block (25), and the state switching motor (24) is configured to be able to drive the switching A block (25) moves along the axial direction (A), and the switching block (25) is connected to the second output shaft (4). The electric bridge driving system according to claim 1, characterized in that, the electric bridge driving system further comprises a transmission shaft (6), and when the second output shaft (4) moves along the axial direction (A), During the process, the transmission shaft (6) and the second output shaft (4) always maintain a torque-resistant connection. A vehicle, characterized in that the vehicle comprises the bridge drive system according to any one of claims 1-9.

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