CN114734811A - Automobile and electric drive assembly thereof - Google Patents

Automobile and electric drive assembly thereof Download PDF

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Publication number
CN114734811A
CN114734811A CN202210432063.9A CN202210432063A CN114734811A CN 114734811 A CN114734811 A CN 114734811A CN 202210432063 A CN202210432063 A CN 202210432063A CN 114734811 A CN114734811 A CN 114734811A
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CN
China
Prior art keywords
shaft
half shaft
gear
drive assembly
electric drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210432063.9A
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Chinese (zh)
Inventor
杨驰
李江
吴有兴
方少权
熊金平
苟世全
孙艳
谭艳军
林霄喆
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wuxi Xingqu Power Technology Co ltd
Wuxi Xingqu Technology Co ltd
Original Assignee
Wuxi Xingqu Power Technology Co ltd
Wuxi Xingqu Technology Co ltd
Zhejiang Geely Holding Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wuxi Xingqu Power Technology Co ltd, Wuxi Xingqu Technology Co ltd, Zhejiang Geely Holding Group Co Ltd filed Critical Wuxi Xingqu Power Technology Co ltd
Priority to CN202210432063.9A priority Critical patent/CN114734811A/en
Publication of CN114734811A publication Critical patent/CN114734811A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Retarders (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

An automobile and an electric drive assembly thereof, wherein the electric drive assembly comprises a motor, a main shaft and a motor shaft; the transmission mechanism is in transmission connection with the main shaft; the differential is in transmission connection with the transmission mechanism; one end of the middle half shaft is in transmission connection with the differential mechanism; the first half shaft is positioned at one end, away from the differential, of the middle half shaft and is coaxially arranged with the middle half shaft; the clutch mechanism is arranged at one end of the first half shaft, which is close to the middle half shaft; wherein torque is transferable between the main shaft and the half-axle along the gear train and the differential, the clutch mechanism being capable of connecting and disconnecting the first half-axle with the half-axle. The technical problem that this application will be solved is how to solve the problem that electric drive assembly consumes the kinetic energy of car under the anti-condition of dragging.

Description

Automobile and electric drive assembly thereof
Technical Field
The present disclosure relates to automotive power technologies, and more particularly, to an automobile and an electric drive assembly thereof.
Background
The electric drive assembly is used as a core component of a new energy automobile power system, and the market has higher and higher requirements on the function integration level, the power density, the compact appearance, the overall efficiency and the like.
During the process of uniform speed running of the automobile, the coaxial electric drive assembly is driven by the torque input by the wheels to consume a part of energy, so that the energy loss of the automobile is caused, and the economical efficiency of driving the automobile is further influenced.
Disclosure of Invention
For solving the problem that the electric drive assembly consumes the kinetic energy of car under the anti-condition of dragging, this application has proposed an electric drive assembly, and it includes:
a motor including a main shaft;
the transmission mechanism is in transmission connection with the main shaft;
the differential is in transmission connection with the transmission mechanism;
one end of the middle half shaft is in transmission connection with the differential mechanism;
the first half shaft is positioned at one end, away from the differential, of the middle half shaft and is coaxially arranged with the middle half shaft; and
the clutch mechanism is arranged at one end of the first half shaft, which is close to the middle half shaft;
wherein torque is transferable between the main shaft and the half-axle along the gear train and the differential, the clutch mechanism being capable of connecting and disconnecting the first half-axle with the half-axle.
In an exemplary embodiment, an end of the middle half shaft close to the first half shaft is provided with a connecting disc, and a plurality of second engaging teeth facing to one side of the first half shaft are arranged on the connecting disc;
the clutch mechanism includes:
the clutch ring is sleeved at one end, close to the middle half shaft, of the first half shaft, is in splined connection with the first half shaft, can slide along the axial direction of the first half shaft, and is provided with a plurality of first engagement teeth at one side close to the connecting disc;
the elastic piece is used for applying elastic force to the clutch ring in the direction opposite to the connecting disc;
and the driving mechanism is used for driving the clutch ring to move towards the direction close to the connecting disc until the first engaging teeth and the second engaging teeth are engaged with each other.
In an exemplary embodiment, the elastic element is a diaphragm spring sleeved on the first half shaft and located on one side of the clutch ring close to the connecting disc;
the inner edge of the elastic piece is connected to the first half shaft, and the outer edge of the elastic piece abuts against one end, close to the connecting disc, of the clutch ring.
In one exemplary embodiment, the drive mechanism includes:
the armature is arranged on one side, away from the connecting disc, of the clutch ring; and
and the electromagnet is used for driving the armature to move towards the direction close to the connecting disc.
In an exemplary embodiment, the electromagnet includes a core slidably connected to the armature and a coil disposed on the core;
the armature is slidable in the axial direction of the first half shaft.
In an exemplary embodiment, the armature is configured as a ring, and the first half shaft penetrates through the armature;
the iron core is constructed into an annular structure sleeved on the armature, and the armature is in clearance fit with the iron core.
In an exemplary embodiment, the clutch mechanism further includes:
the inner part of the shell is provided with a mounting cavity, a first channel and a second channel are respectively arranged on two opposite sides of the shell, the first channel and the second channel are coaxially arranged and are communicated with the mounting cavity, and the first half shaft and the middle half shaft respectively extend into the mounting cavity from the first channel and the second channel;
the first bearing is arranged in the first channel and sleeved on the first half shaft; and
the second bearing is arranged in the second channel and sleeved on the middle half shaft;
the elastic piece and the driving mechanism are arranged in the mounting cavity, and the electromagnet is fixed on the shell.
In an exemplary embodiment, the main shaft is a hollow shaft, and the middle half shaft penetrates through the main shaft;
the differential mechanism and the clutch mechanism are respectively positioned at two opposite sides of the motor.
In an exemplary embodiment, the electric drive assembly further includes a second axle shaft disposed coaxially with the intermediate axle shaft;
the differential includes:
the middle half shaft and the second half shaft both extend into the shell and are rotatably connected with the shell;
the first half shaft gear is sleeved on the middle half shaft;
the second half shaft gear is sleeved on the second half shaft;
the external gear is connected to the shell, is coaxially arranged with the middle half shaft and is in transmission connection with the transmission mechanism;
the planet shaft is arranged in the shell and comprises a first rotating shaft and a second rotating shaft, the first rotating shaft and the second rotating shaft are coaxially arranged and are perpendicular to the middle half shaft, and the ends, deviating from each other, of the first rotating shaft and the second rotating shaft are connected to the inner wall of the shell respectively;
the first planetary gear is sleeved on the first rotating shaft and is respectively meshed with the first half shaft gear and the second half shaft gear; and
and the second planetary gear is sleeved on the second rotating shaft and is respectively meshed with the first half shaft gear and the second half shaft gear.
The present application further proposes a motor vehicle comprising an electric drive assembly as described above.
When the automobile needs to accelerate, the automobile can enter a motor auxiliary driving mode, the clutch mechanism enters a combined state, and the clutch mechanism connects the first half shaft and the middle half shaft so that the middle half shaft and the first half shaft can transmit torque. After the motor is started, the torque output by the motor can be output to a differential mechanism through a transmission mechanism, the differential mechanism transmits the torque to a middle half shaft, the first half shaft is connected with the middle half shaft through a clutch mechanism, the middle half shaft transmits the torque to the first half shaft, so that the motor can drive the first half shaft to rotate, the first half shaft is usually connected with a wheel, and the motor provides power to drive the wheel to rotate.
When the automobile runs at a constant speed, the automobile can enter a low-energy-consumption back-dragging follow-up mode, the clutch mechanism is in a disengaged state, and the first half shaft and the middle half shaft are disengaged from each other by the clutch mechanism, so that torque cannot be transmitted between the first half shaft and the middle half shaft. The motor stops working to save electric energy, and because the torque can not be transmitted between the first half shaft and the middle half shaft, the torque on the wheels can not be transmitted to the middle half shaft through the first half shaft and then can not be transmitted to the motor through the differential mechanism and the transmission mechanism, the automobile can not drag the differential mechanism, the transmission mechanism and the motor to rotate under a low-energy-consumption back-drag follow-up mode to additionally lose the kinetic energy of the automobile, and the energy consumption of the whole automobile when the automobile runs at a constant speed is reduced.
When the automobile needs to decelerate, the automobile can enter a braking energy recovery mode, the clutch mechanism is in an engaging state, and the first half shaft and the middle half shaft are connected through the clutch mechanism so that torque can be transmitted between the middle half shaft and the first half shaft. The wheel drives the first half shaft to rotate during braking, torque can be transmitted between the first half shaft and the middle half shaft through the clutch mechanism, the first half shaft transmits the torque to the middle half shaft to drive the middle half shaft to rotate, the middle half shaft can transmit the torque to a main shaft of the motor through the differential mechanism and the transmission mechanism after rotating to drive the main shaft to rotate, the motor can serve as a generator to charge a battery of the automobile when the main shaft of the motor rotates, meanwhile, the motor can provide resistance to reduce the rotating speed of the wheel during power generation, and therefore the recovery of the kinetic energy of the automobile is achieved.
Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application. Other advantages of the present application may be realized and attained by the instrumentalities and combinations particularly pointed out in the specification and the drawings.
Drawings
The accompanying drawings are included to provide an understanding of the present disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the examples serve to explain the principles of the disclosure and not to limit the disclosure.
FIG. 1 is a schematic view of an electrical drive assembly in an embodiment of the present application;
FIG. 2 is a cross-sectional view of the clutch mechanism in a disengaged condition in an embodiment of the present application;
fig. 3 is a sectional view of the clutch mechanism in the engaged state in the embodiment of the present application.
Detailed Description
Referring to FIG. 1, FIG. 1 illustrates an electric drive assembly of the present embodiment. The electric drive assembly comprises a motor 1, a clutch mechanism 2, a transmission mechanism 3, a differential mechanism 4, a first half shaft 5, a second half shaft 7 and a middle half shaft 6.
The motor 1 comprises a spindle 11. The spindle 11 is a hollow shaft and has a cylindrical configuration. The motor 1 can drive the main shaft 11 to rotate.
The diameter of the half-axle 6 is smaller than the inner diameter of the main shaft 11. The middle half shaft 6 is inserted into the main shaft 11 of the motor 1 and is arranged coaxially with the main shaft 11. Both ends of the middle half shaft 6 are positioned outside the main shaft 11 of the motor 1. One end of the middle half shaft 6 is provided with a connecting disc.
As shown in fig. 3, the clutch mechanism 2 includes a housing 21, a clutch ring 23, an elastic member 24, a driving mechanism 22, a first bearing 25, and a second bearing 26. The housing 21 has a mounting chamber 210 therein, and a wall surface of the housing 21 has a first passage 213 and a second passage 214 connecting the mounting chamber 210. The first passage 213 and the second passage 214 penetrate the wall surface of the housing 21. The first passage 213 and the second passage 214 are respectively provided at opposite ends of the housing 21, and the first passage 213 and the second passage 214 are coaxially provided. In the present embodiment, the housing 21 includes a first case 211 and a second case 212. The first housing 211 is connected to the second housing 212. The first housing 211 and the second housing 212 are arched in directions away from each other. The first housing 211 and the second housing 212 enclose the mounting cavity 210. The first passage 213 is provided at the center of the first housing 211, and the second passage 214 is provided at the center of the second housing 212.
The first bearing 25 and the second bearing 26 are both ball bearings. The first bearing 25 and the second bearing 26 are disposed in the first channel 213 and the second channel 214, respectively. The first bearing 25 is disposed coaxially with the first passage 213, and an outer ring of the first bearing 25 abuts against an inner wall of the first passage 213. The second bearing 26 is disposed coaxially with the second passage 214, and an outer ring of the second bearing 26 abuts against an inner wall of the second passage 214.
One end of the first half shaft 5 extends into the mounting cavity 210 from the first passage 213, and the inner race of the first bearing 25 is fitted over the first half shaft 5. One end of the intermediate half shaft 6 extends into the mounting cavity 210 from the second passage 214, and the second bearing 26 is fitted over the intermediate half shaft 6. The first half-shaft 5 is rotatably connected to the housing 21 by means of a first bearing 25, the first half-shaft 5 being able to rotate about its own axis. The half-axle 6 is rotatably connected to the housing 21 by means of a second bearing 26, the half-axle 6 being able to rotate about its own axis. The first half-shaft 5 and the intermediate half-shaft 6 are arranged coaxially.
The clutch ring 23 is disposed in the mounting cavity 210 and is fitted over the first half shaft 5. The clutch ring 23 is slidably connected to the first half-shaft 5. The clutch ring 23 is slidable along the axis of the first half shaft 5 but is not rotatable about the circumference of the first half shaft 5. The clutch ring 23 may be splined to the first half shaft 5. The end face of the clutch ring 23 close to the half shaft 6 is provided with a plurality of first engagement teeth 231. The connecting disc 61 of the half-axle 6 is located in the mounting cavity 210, and the end surface of the connecting disc 61 facing the clutch ring 23 is provided with a plurality of second engagement teeth 62.
The elastic member 24 is connected to the first half shaft 5 and the clutch ring 23. The elastic member 24 is used to apply an elastic force to the clutch ring 23 in a direction away from the connection plate 61. The elastic member 24 may be a diaphragm spring. The elastic member 24 is fitted over the first half shaft 5. The inner edge of the elastic member 24 is connected to the first half shaft 5, the outer edge of the elastic member 24 is connected to the clutch ring 23, and the elastic member 24 is in a compressed state.
The driving mechanism 22 can drive the clutch ring 23 to move in a direction close to the connecting disc 61. The drive mechanism 22 includes an armature 221 and an electromagnet 222. The armature 221 is a soft magnet. The armature 221 and the electromagnet 222 are both disposed within the mounting cavity 210. The electromagnet 222 is fixed to the housing 21. The armature 221 is arranged on the side of the clutch ring 23 facing away from the connecting disk 61. The armature 221 is slidably connected to the electromagnet 222, and the armature 221 is slidable in the axial direction of the first half shaft 5. The electromagnet 222 can drive the armature 221 to move close to the connecting disc 61 after power is turned on. When moving toward the connecting disc 61, the armature 221 can push the clutch ring 23 to approach the connecting disc 61 until the connecting disc 61 abuts against the clutch ring 23. When the connecting plate 61 abuts against the clutch ring 23, the first engaging teeth 231 and the second engaging teeth 62 engage with each other, so that torque can be transmitted between the connecting plate 61 and the clutch ring 23. When the electromagnet 222 stops driving the armature 221 to move in a direction close to the connecting disc 61, the elastic piece 24 applies elastic force to the clutch ring 23 in a direction opposite to the direction of the connecting disc 61, so that the connecting disc 61 is separated from the clutch ring 23, and torque cannot be transmitted between the clutch ring 23 and the connecting disc 61.
As shown in fig. 1, the transmission 3 is arranged on the side of the electric motor 1 facing away from the clutch 2. The transmission mechanism 3 is in transmission connection with the motor 1 and the differential 4, and the transmission mechanism 3 is used for transmitting torque between the motor 1 and the differential 4. The transmission mechanism 3 comprises a first gear 31, a second gear 32, a transmission shaft 33 and a third gear 34. The first gear 31 is sleeved on the main shaft 11 of the motor 1, and the first gear 31 is coaxially arranged with the main shaft 11. The first gear 31 may be keyed, such as a splined or flat keyed connection, with the main shaft 11. The drive shaft 33 is parallel to the main shaft 11 of the motor 1. The transmission shaft 33 can rotate about its own axis. The second gear 32 and the third gear 34 are respectively sleeved on two opposite ends of the transmission shaft 33. The second gear 32 and the third gear 34 are each keyed, for example splined or flat keyed, to a drive shaft 33. The second gear 32 is meshed with the first gear 31.
The differential 4 is provided on the side of the motor 1 on which the transmission mechanism 3 is provided. The differential 4 includes a case 42, planetary shafts 40, an outer gear 41, a first side gear 47, a second side gear 48, first planetary gears 45, and second planetary gears 46. The chassis 42 may be constructed in a frame-like structure. The outer gear 41 is sleeved on the housing 42, and the outer gear 41 is fixedly connected with the housing 42. The axis of the external gear 41 is parallel to the axis of the third gear 34. The external gear 41 meshes with the third gear 34.
The planet shaft 40 includes a first rotating shaft 43 and a second rotating shaft 44. The first and second rotating shafts 43 and 44 are both disposed in the housing 42. The first rotating shaft 43 and the second rotating shaft 44 are coaxially disposed, and ends of the first rotating shaft 43 and the second rotating shaft 44, which are away from each other, are respectively connected to an inner wall of the housing 42. The first and second rotation shafts 43 and 44 are respectively located on both sides of the axis of the outer gear 41 and are perpendicular to the axis of the outer gear 41.
The first planetary gear 45 and the second planetary gear 46 are respectively sleeved on the first rotating shaft 43 and the second rotating shaft 44. The first planetary gear 45 can rotate about the first rotation shaft 43. The second planetary gears 46 are rotatable about the second rotation shaft 44. The first planetary gears 45 and the second planetary gears 46 are respectively located on both sides of the axis of the outer gear 41, and the centers of the first planetary gears 45 and the second planetary gears 46 have the same distance from the axis of the outer gear 41. The first planetary gears 45 and the second planetary gears 46 are both bevel gears. The first planetary gears 45 and the second planetary gears 46 have smaller diameter ends close to each other.
The first side gear 47 and the second side gear 48 are both disposed within the case 42. The first side gear 47 and the second side gear 48 are each disposed coaxially with the external gear 41. The first side gear 47 and the second side gear 48 are separated from each other, and the first side gear 47 and the second side gear 48 are located on opposite sides of the first planetary gears 45, respectively. The first side gear 47 and the second side gear 48 are both bevel gears, and the smaller diameter ends of the first side gear 47 and the second side gear 48 are close to each other. The first side gear 47 is meshed with the first planetary gears 45 and the second planetary gears 46, respectively, and the second side gear 48 is meshed with the first planetary gears 45 and the second planetary gears 46, respectively.
The end of the half-axle 6 facing away from the clutch mechanism 2 and the end of the second half-axle 7 are both inserted into the housing 42. The intermediate half shaft 6 and the second half shaft 7 are both rotatably connected to the casing 42, and the intermediate half shaft 6 and the second half shaft 7 may be both connected to the casing 42 through bearings. The half shaft 6 is arranged coaxially with the second half shaft 7. The first axle gear 47 is fitted over the end of the middle axle 6 facing away from the clutch mechanism 2. The first half shaft gear 47 is keyed, possibly splined, to the intermediate half shaft 6. A second side gear 48 is connected to one end of the second axle shaft 7. The second side gear 48 may be splined to the second axle shaft 7.
When the automobile needs to accelerate, the auxiliary driving mode of the motor 1 is entered, as shown in fig. 3, the power supply of the electromagnet 222 is switched on, so that the electromagnet 222 applies magnetic force to the armature 221 to drive the armature 221 to move towards the connecting disc 61, and when the magnetic force applied to the armature 221 by the electromagnet 222 is larger than the elastic force applied to the clutch ring 23 by the elastic piece 24, the armature 221 pushes the clutch ring 23 to move towards the connecting disc 61 until the first engaging teeth 231 on the clutch ring 23 are combined with the second engaging teeth 62 on the connecting disc 61. At this time, the clutch mechanism 2 is in an engaged state, and the clutch mechanism 2 connects the first half shaft 5 and the intermediate half shaft 6 so that torque can be transmitted between the intermediate half shaft 6 and the first half shaft 5. After the motor 1 is started, the main shaft 11 of the motor 1 rotates to drive the first gear 31 to rotate, the first gear 31 drives the second gear 32 to rotate, the second gear 32 drives the transmission shaft 33 to rotate, the transmission shaft 33 drives the third gear 34 to rotate, and the third gear 34 drives the outer gear 41 of the differential 4 to rotate. In this way, the torque output by the electric machine 1 can be output to the differential 4 through the transmission 3, the differential 4 transmits the torque to the intermediate half shaft 6 and the second half shaft 7, while the first half shaft 5 is connected to the intermediate half shaft 6 through the clutch 2, the intermediate half shaft 6 transmits the torque to the first half shaft 5, so that the electric machine 1 can drive the first half shaft 5 to rotate, the first half shaft 5 is usually connected with wheels, and the electric machine 1 provides power to drive the wheels to rotate.
When the automobile runs at a constant speed and enters a low-energy-consumption anti-dragging follow-up mode, as shown in fig. 2, the power supply of the electromagnet 222 is switched off, so that the electromagnet 222 stops applying magnetic force to the armature 221, the elastic force applied by the elastic piece 24 to the clutch ring 23 pushes the clutch ring 23 and the armature 221 in a direction away from the connecting disc 61, and the first engaging teeth 231 on the clutch ring 23 and the second engaging teeth 62 on the connecting disc 61 are separated from each other. At this time, the clutch mechanism 2 is in a disengaged state, and no torque can be transmitted between the first half shaft 5 and the middle half shaft 6. At the moment, the motor 1 stops working to save electric energy, and because torque cannot be transmitted between the first half shaft 5 and the middle half shaft 6, the torque on wheels cannot be transmitted to the middle half shaft 6 through the first half shaft 5 and then cannot be transmitted to the motor 1 through the differential mechanism 4 and the transmission mechanism 3, the automobile cannot drag the differential mechanism 4, the transmission mechanism 3 and the motor 1 to rotate to additionally consume the kinetic energy of the automobile in a low-energy-consumption reverse-dragging following mode, and the energy consumption of the whole automobile when the automobile runs at a constant speed is reduced.
When the automobile needs to decelerate, a braking energy recovery mode is entered, as shown in fig. 3, the power supply of the electromagnet 222 is switched on, so that the electromagnet 222 applies a magnetic force to the armature 221 to drive the armature 221 to move towards the connecting disc 61, and when the magnetic force applied to the armature 221 by the electromagnet 222 is greater than the elastic force applied to the clutch ring 23 by the elastic member 24, the armature 221 pushes the clutch ring 23 to move towards the connecting disc 61 until the first engaging teeth 231 on the clutch ring 23 are combined with the second engaging teeth 62 on the connecting disc 61. At this time, the clutch mechanism 2 is in an engaged state, and the clutch mechanism 2 connects the first half shaft 5 and the intermediate half shaft 6 so that torque can be transmitted between the intermediate half shaft 6 and the first half shaft 5. When braking, the wheel drives the first half shaft 5 to rotate, torque can be transmitted between the first half shaft 5 and the middle half shaft 6 through the clutch mechanism 2, the first half shaft 5 transmits the torque to the middle half shaft 6 to drive the middle half shaft 6 to rotate, the middle half shaft 6 can transmit the torque to the main shaft 11 of the motor 1 through the differential mechanism 4 and the transmission mechanism 3 after rotating to drive the main shaft 11 to rotate, the main shaft 11 of the motor 1 can be used as the generator 1 to charge the battery of the automobile when rotating, meanwhile, the motor 1 can also provide resistance to reduce the rotating speed of the wheel when generating electricity, and therefore the recovery of kinetic energy of the automobile is achieved.
In an exemplary embodiment, as shown in FIG. 2, the electromagnet 222 includes a core 2221 and a coil (not shown). The core 2221 is configured in a ring shape. The outer peripheral surface of the core 2221 abuts against the inner peripheral wall of the housing 21. The armature 221 is configured in a ring shape, and the iron core 2221 is sleeved outside the armature 221. The armature 221 and the core 2221 may each be configured in a circular ring shape, and the armature 221 and the core 2221 are coaxially disposed. The inner peripheral surface of the core 2221 abuts against the outer peripheral surface of the armature 221. The armature 221 is in clearance fit with the core 2221, and the armature 221 can slide only in the axial direction of the core 2221. The first half shaft 5 penetrates through the armature 221 and is coaxially disposed with the iron core 2221. The coil is disposed on the iron core 2221, and when the coil is powered on, a magnetic field is generated and magnetizes the iron core 2221 and the armature 221, and the coil and the iron core 2221 apply a magnetic force to the armature 221 so that the armature 221 moves in a direction close to the connection plate 61.
In an exemplary embodiment, as shown in FIG. 2, the first housing 211 includes a top wall 2112 and a side wall 2113. The side wall 2113 is configured in a cylindrical structure, and a top wall 2112 covers one end of the top wall 2112. The first channel 213 is disposed in the middle of the top wall 2112. The side wall 2113 is provided with a first mounting groove 2111. The first mounting groove 2111 is formed by recessing the inner wall of the side wall 2113. The first mounting groove 2111 is an annular groove, and the first mounting groove 2111 is provided coaxially with the first passage 213. The distance between the first mounting groove 2111 and the top wall 2112 is equal to the thickness of the core 2221.
The clutch mechanism 2 further includes a first snap ring 271. The first snap ring 271 is configured as an annular structure. The outer edge of the first snap ring 271 is inserted into the first mounting groove 2111, and the inner edge of the first snap ring 271 extends out of the first mounting groove 2111 and protrudes out of the inner wall of the side wall 2113.
The core 2221 is sandwiched between the first snap ring 271 and the top wall 2112. One end of the iron core 2221 abuts against the top wall 2112, and the other end of the iron core 2221 abuts against the first snap ring 271. Thereby, the core 2221 is fixed to the first housing 211.
In an exemplary embodiment, as shown in fig. 2, the outer peripheral wall of the first half shaft 5 is provided with a second mounting groove 51. The second mounting groove 51 is provided on the outer peripheral wall of the first half shaft 5 at an end thereof adjacent to the middle half shaft 6. The second mounting groove 51 may be an annular groove.
The clutch mechanism 2 also includes a second snap ring 272. The second snap ring 272 is configured as an annular structure. The second snap ring 272 is fitted over the first half shaft 5. The inner edge of the second snap ring 272 is fitted into the second fitting groove 51, and the outer edge of the second snap ring 272 extends out of the second fitting groove 51 and protrudes from the outer peripheral wall of the first half shaft 5.
The elastic member 24 is a disc spring fitted over the first half shaft 5. The inner edge of the elastic element 24 abuts against the end face of the second snap ring 272 facing away from the half axle 6, and the outer edge of the elastic element 24 abuts against the end face of the clutch ring 23 facing towards the half axle 6. Thereby, the elastic member 24 is fixed to the first half shaft 5.
In an exemplary embodiment, the end of the first half shaft 5 toward one end of the half shaft 6 is provided with a third mounting groove 52. The third mounting groove 52 is a circular groove. The third mounting groove 52 is provided coaxially with the first half shaft 5.
The clutch mechanism 2 further comprises a third bearing 28. The third bearing 28 is disposed in the third mounting groove 52, and the third bearing 28 is disposed coaxially with the first half shaft 5. The outer race of the third bearing 28 is an interference fit with the inner wall of the third mounting groove 52.
The end of the half shaft 6 facing the first half shaft 5 is provided with a circular truncated cone 63, which circular truncated cone 63 is arranged coaxially with the half shaft 6. The inner ring of the third bearing 28 is sleeved on the round platform 63.
Thus, the end of the first half shaft 5 close to the middle half shaft 6 is rotatably connected with the end of the first half shaft 5 close to the middle half shaft 6, and the rotation of the first half shaft 5 and the middle half shaft 6 can be more stable.
In an exemplary embodiment, as shown in FIG. 1, a welded connection is used between the housing 42 and the outer gear 41 of the differential 4. Laser welding may be used between the case 42 and the outer gear 41 of the differential 4.
Compared with the mode that the shell 42 of the differential mechanism 4 is connected with the outer gear 41 through the bolts, the shell 42 of the differential mechanism 4 is connected with the outer gear 41 through welding, so that installation space and wrench space of the bolts are not needed, the structure of the differential mechanism 4 is more compact, and the whole vehicle layout and the light weight design of an electric drive assembly are facilitated.
In an exemplary embodiment, the diameter of the first gear 31 is smaller than the diameter of the second gear 32, the diameter of the third gear 34 is smaller than the diameter of the second gear 32, and the diameter of the third gear 34 is smaller than the diameter of the outer gear 41.
Thus, the torque is transmitted from the first gear 31 to the external gear 41 sequentially, and is decelerated and increased in torque through multiple stages of deceleration.
The invention also proposes a motor vehicle comprising an electric drive assembly as described above. The specific structure of the electric drive assembly refers to the above embodiments, and since the automobile adopts all technical solutions of all the above embodiments, at least all the beneficial effects brought by the technical solutions of the above embodiments are achieved, and no further description is given here.
The present application describes embodiments, but the description is illustrative rather than limiting and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the embodiments described herein. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with, or instead of, any other feature or element in any other embodiment, unless expressly limited otherwise.
The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements disclosed in this application may also be combined with any conventional features or elements to form a unique inventive concept as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive aspects to form yet another unique inventive aspect, as defined by the claims. Thus, it should be understood that any of the features shown and/or discussed in this application may be implemented alone or in any suitable combination. Accordingly, the embodiments are not limited except as by the appended claims and their equivalents. Furthermore, various modifications and changes may be made within the scope of the appended claims.
Further, in describing representative embodiments, the specification may have presented the method and/or process as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. Other orders of steps are possible as will be understood by those of ordinary skill in the art. Therefore, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. Further, the claims directed to the method and/or process should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the embodiments of the present application.

Claims (11)

1. An electric drive assembly, comprising:
a motor including a main shaft;
the transmission mechanism is in transmission connection with the main shaft;
the differential is in transmission connection with the transmission mechanism;
one end of the middle half shaft is in transmission connection with the differential mechanism;
the first half shaft is positioned at one end, away from the differential, of the middle half shaft and is coaxially arranged with the middle half shaft; and
the clutch mechanism is arranged at one end of the first half shaft, which is close to the middle half shaft;
wherein torque is transferable between the main shaft and the half-axle along the gear train and the differential, the clutch mechanism being capable of connecting and disconnecting the first half-axle with the half-axle.
2. The electric drive assembly of claim 1, wherein an end of the intermediate axle shaft proximate the first axle shaft is provided with a connecting disc, the connecting disc being provided with a second plurality of engagement teeth facing toward a side of the first axle shaft;
the clutch mechanism includes:
the clutch ring is sleeved at one end, close to the middle half shaft, of the first half shaft, is in splined connection with the first half shaft, can slide along the axial direction of the first half shaft, and is provided with a plurality of first engagement teeth at one side close to the connecting disc;
the elastic piece is used for applying elastic force to the clutch ring in the direction opposite to the connecting disc;
and the driving mechanism is used for driving the clutch ring to move towards the direction close to the connecting disc until the first engaging teeth and the second engaging teeth are engaged with each other.
3. The electric drive assembly of claim 2, wherein the resilient member is a diaphragm spring disposed over the first axle shaft and on a side of the clutch ring adjacent to the coupling plate;
the inner edge of the elastic piece is connected to the first half shaft, and the outer edge of the elastic piece abuts against one end, close to the connecting disc, of the clutch ring.
4. The electric drive assembly of claim 2, wherein the drive mechanism comprises:
the armature is arranged on one side, away from the connecting disc, of the clutch ring; and
and the electromagnet is used for driving the armature to move towards the direction close to the connecting disc.
5. The electric drive assembly of claim 4 wherein the electromagnet includes a core slidably coupled to the armature and a coil disposed on the core;
the armature is slidable in the axial direction of the first half shaft.
6. An electric drive assembly according to claim 5, wherein the armature is configured as a ring, the first shaft half being disposed through the armature;
the iron core is constructed into an annular structure sleeved on the armature, and the armature is in clearance fit with the iron core.
7. The electric drive assembly of any of claims 4-6, wherein the clutch mechanism further comprises:
the inner part of the shell is provided with a mounting cavity, a first channel and a second channel are respectively arranged on two opposite sides of the shell, the first channel and the second channel are coaxially arranged and are communicated with the mounting cavity, and the first half shaft and the middle half shaft respectively extend into the mounting cavity from the first channel and the second channel;
the first bearing is arranged in the first channel and sleeved on the first half shaft; and
the second bearing is arranged in the second channel and sleeved on the middle half shaft;
the elastic piece and the driving mechanism are arranged in the mounting cavity, and the electromagnet is fixed on the shell.
8. The electric drive assembly of any one of claims 1 to 6, wherein the main shaft is a hollow shaft, the intermediate half shaft passing through the main shaft;
the differential and the clutch mechanism are respectively positioned on two opposite sides of the motor.
9. The electric drive assembly of any of claims 1-6, further comprising a second half shaft disposed coaxially with the intermediate half shaft;
the differential includes:
the middle half shaft and the second half shaft both extend into the shell and are rotatably connected with the shell;
the first half shaft gear is sleeved on the middle half shaft;
the second half shaft gear is sleeved on the second half shaft;
the external gear is connected to the shell, is coaxially arranged with the middle half shaft and is in transmission connection with the transmission mechanism;
the planet shaft is arranged in the shell and comprises a first rotating shaft and a second rotating shaft, the first rotating shaft and the second rotating shaft are coaxially arranged and are perpendicular to the middle half shaft, and the ends, deviating from each other, of the first rotating shaft and the second rotating shaft are connected to the inner wall of the shell respectively;
the first planetary gear is sleeved on the first rotating shaft and is respectively meshed with the first half shaft gear and the second half shaft gear; and
and the second planetary gear is sleeved on the second rotating shaft and is respectively meshed with the first half shaft gear and the second half shaft gear.
10. The electric drive assembly of claim 9 wherein said outer gear is welded to said housing.
11. An automobile, characterized in that it comprises an electric drive assembly according to any one of claims 1 to 10.
CN202210432063.9A 2022-04-22 2022-04-22 Automobile and electric drive assembly thereof Pending CN114734811A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210432063.9A CN114734811A (en) 2022-04-22 2022-04-22 Automobile and electric drive assembly thereof

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210432063.9A CN114734811A (en) 2022-04-22 2022-04-22 Automobile and electric drive assembly thereof

Publications (1)

Publication Number Publication Date
CN114734811A true CN114734811A (en) 2022-07-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Link
CN (1) CN114734811A (en)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN202507917U (en) * 2012-02-29 2012-10-31 长城汽车股份有限公司 Power assembly of electric automobile
CN205022296U (en) * 2015-09-15 2016-02-10 韶能集团韶关宏大齿轮有限公司 With motor and planet gear and coaxial integrated electric drive bridge of differential mechanism
CN106347091A (en) * 2016-09-23 2017-01-25 辽宁曙光汽车集团股份有限公司 Clutch control type electric drive axle
US20180304732A1 (en) * 2016-09-28 2018-10-25 Jing-Jin Electric Technologies Co., Ltd. Vehicle electrically driving assembly
CN213332267U (en) * 2020-09-17 2021-06-01 唐山爱特精密机器制造有限公司 Electromagnetic clutch type differential mechanism
CN113606311A (en) * 2021-08-03 2021-11-05 上海汽车变速器有限公司 Differential mechanism assembly, hybrid power assembly and automobile
CN215861600U (en) * 2021-04-30 2022-02-18 精进电动科技股份有限公司 Locking structure of differential mechanism

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN202507917U (en) * 2012-02-29 2012-10-31 长城汽车股份有限公司 Power assembly of electric automobile
CN205022296U (en) * 2015-09-15 2016-02-10 韶能集团韶关宏大齿轮有限公司 With motor and planet gear and coaxial integrated electric drive bridge of differential mechanism
CN106347091A (en) * 2016-09-23 2017-01-25 辽宁曙光汽车集团股份有限公司 Clutch control type electric drive axle
US20180304732A1 (en) * 2016-09-28 2018-10-25 Jing-Jin Electric Technologies Co., Ltd. Vehicle electrically driving assembly
CN213332267U (en) * 2020-09-17 2021-06-01 唐山爱特精密机器制造有限公司 Electromagnetic clutch type differential mechanism
CN215861600U (en) * 2021-04-30 2022-02-18 精进电动科技股份有限公司 Locking structure of differential mechanism
CN113606311A (en) * 2021-08-03 2021-11-05 上海汽车变速器有限公司 Differential mechanism assembly, hybrid power assembly and automobile

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