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CN-121973620-A - Distributed driving and centralized driving dual-mode efficient electric drive bridge

CN121973620ACN 121973620 ACN121973620 ACN 121973620ACN-121973620-A

Abstract

The invention discloses a distributed driving and centralized driving dual-mode efficient electric driving bridge which has two driving modes of centralized driving and distributed driving and consists of a left driving motor, a right driving motor, a speed reducer, a left half shaft, a right half shaft, a central differential, a gear shifting joint mechanism, a clutch, a control motor, a belt wheel synchronous transmission assembly, a gear shifting rotary drum mechanism and a clutch rotary drum mechanism. In the distributed driving mode, two driving motors independently drive corresponding half shafts respectively, the central differential is decoupled from the half shafts, and in the centralized driving mode, one motor distributes torque to left and right half shafts through the central differential, and the other motor is decoupled from the half shafts. And the control motor completes the switching of different driving modes through the belt wheel synchronous transmission assembly. The invention can reliably switch between the distributed driving mode and the centralized driving mode, and realize fault isolation and single motor continuous high-efficiency driving when a single side fails, thereby improving the reliability and the cruising ability of the vehicle.

Inventors

  • WANG JUNNIAN
  • YANG YINGHAN
  • Guan Changyang
  • WANG QIKAI
  • Jiang Botian

Assignees

  • 吉林大学

Dates

Publication Date
20260505
Application Date
20260403

Claims (10)

  1. 1. The utility model provides a high-efficient electric bridge that drives of distributing type drive and centralized drive dual mode which characterized in that includes: The gear shifting mechanism comprises a left driving motor, a right driving motor, a left speed reducer, a right speed reducer, a left half shaft, a right half shaft, a central differential, a clutch, a gear shifting joint mechanism, a control motor, a belt wheel synchronous transmission assembly, a gear shifting rotary drum mechanism and a clutch rotary drum mechanism; The left driving motor and the right driving motor are respectively arranged at the left side and the right side of the electric drive bridge and are respectively in transmission connection with the left speed reducer and the right speed reducer; The left speed reducer and the right speed reducer are both secondary gear reduction mechanisms, each speed reducer comprises a primary speed reduction gear pair and a secondary speed reduction gear pair, the primary speed reduction gear pair comprises a primary pinion arranged on an output shaft of a corresponding driving motor and a primary large gear meshed with the primary pinion, and the secondary speed reduction gear pair comprises a coaxial helical gear at a direct driving end and a half shaft gear meshed with the coaxial helical gear; The gear shifting and connecting mechanism is arranged in a left power transmission link and a right power transmission link, each side of the gear shifting and connecting mechanism comprises an input shaft, a joint gear hub connected with the input shaft through a spline, a joint sleeve sleeved on the periphery of the joint gear hub and capable of moving along the axial direction, a direct-drive end joint gear sleeve and a differential end joint gear sleeve, wherein the primary large gear is coaxially and fixedly connected with the input shaft at the corresponding side, the direct-drive end joint gear sleeve is coaxially and fixedly connected with the direct-drive end coaxial helical gear, the gear shifting and connecting mechanism further comprises a differential end coaxial helical gear, and the differential end joint gear sleeve is coaxially and fixedly connected with the differential end coaxial helical gear; the central differential is arranged between the left half shaft and the right half shaft and is a bevel gear type differential, and comprises a differential shell, a differential input gear, a planetary bevel gear, a left side gear, a right side gear, a pin shaft assembly and a left output end and a right output end, wherein the differential input gear is fixedly connected with the differential shell coaxially and meshed with the differential end coaxial helical gear; The clutch comprises a first clutch and a second clutch, wherein the first clutch is arranged between the left output end of the central differential mechanism and a left half shaft, the second clutch is arranged between the right output end of the central differential mechanism and a right half shaft, the first clutch and the second clutch are coaxially and symmetrically arranged along the two sides of the central differential mechanism and respectively comprise a driving member, a driven member, a clutch plate group, a pressure plate push rod and a return spring, the driving member of the first clutch is coaxially connected with the left output end of the central differential mechanism, the driven member of the first clutch is coaxially connected with the left half shaft, the driving member of the second clutch is coaxially connected with the right output end of the central differential mechanism, and the driven member of the second clutch is coaxially connected with the right half shaft; The gear shifting rotary drum mechanism comprises a gear shifting executing rotary drum, the clutch rotary drum mechanism comprises a clutch executing rotary drum, the gear shifting executing rotary drum is coaxially and directly connected with an output shaft of the control motor, and the clutch executing rotary drum is in transmission connection with the control motor through the belt wheel synchronous transmission assembly.
  2. 2. The dual mode high efficiency electric drive axle of claim 1 wherein said shift engagement sleeves of each side have a direct drive gear, a neutral gear and a differential gear, and wherein when said engagement sleeves are in the neutral gear, said engagement sleeves are positioned between said direct drive end engagement sleeves and said differential end engagement sleeves, and wherein end teeth at both ends of said engagement sleeves maintain axial clearances with said direct drive end engagement sleeves and said differential end engagement sleeves, respectively, without meshing, such that the corresponding side input shaft does not establish torque transfer relationship with said direct drive end coaxial helical spur gear nor with said differential end coaxial helical spur gear.
  3. 3. The distributed drive and centralized drive dual-mode efficient electric drive bridge as set forth in claim 1, wherein a first channel and a second channel are arranged on the outer circumferential surface of a gear shifting executing drum of the gear shifting drum mechanism, the gear shifting drum mechanism further comprises a left roller and a right roller which are respectively matched with the first channel and the second channel, a left shifting fork and a right shifting fork which are respectively matched with a left joint sleeve and a right joint sleeve, and a guide structure for restraining the movement of the left shifting fork and the right shifting fork, wherein the left roller is connected with a left shifting fork pin shaft, and the right roller is connected with a right shifting fork pin shaft; The first channel and the second channel are respectively provided with a resident section corresponding to a direct drive gear, a middle gear and a differential gear, and the groove-shaped arrangement of the first channel and the second channel enables the gear shifting executing rotary drum to respectively output rules corresponding to axial displacement generated when one side of the engaging sleeve is switched to the differential gear and the other side of the engaging sleeve is switched to the middle gear under different rotation directions.
  4. 4. The dual-mode efficient electric drive bridge of claim 1, wherein the clutch executing drum outer circumferential surface of the clutch drum mechanism is provided with a clutch channel, the clutch drum mechanism further comprises a clutch roller matched with the clutch channel, the clutch roller is matched with a pressure plate push rod of the clutch to push the pressure plate push rod to axially move, the clutch channel comprises a disconnection stay section corresponding to a clutch disconnection state and an engagement stay section corresponding to a clutch engagement state, and the groove shape of the clutch channel is set to enable the clutch roller to move from the disconnection stay section to the engagement stay section when the clutch executing drum rotates forwards or backwards so as to enable the clutch to be engaged.
  5. 5. The distributed driving and centralized driving dual-mode efficient electric drive bridge according to claim 1, wherein the pulley synchronous transmission assembly comprises a driving pulley, a driven pulley and a toothed belt, the driving pulley is coaxially fixed with an output shaft of a control motor, the driven pulley is in transmission connection with the clutch executing drum, and the toothed belt is meshed with the peripheries of the driving pulley and the driven pulley so as to transmit the rotation of the control motor to the clutch executing drum, so that the clutch executing drum and the gear shifting executing drum are linked under the driving of the control motor; The distributed driving and centralized driving double-mode efficient electric drive axle is characterized in that the central differential is a bevel gear type differential mechanism and is used for receiving torque input by the coaxial bevel gear type cylindrical gear at the differential end and distributing the torque to the left and right output ends, when the clutch is connected, the torque at the left and right output ends is transmitted to the left and right half shafts, and the central differential mechanism allows the left and right half shafts to generate a rotating speed difference.
  6. 6. The dual-mode efficient electric drive bridge of claim 4, wherein the first clutch and the second clutch are friction-type multi-plate clutches, wherein when the clutch roller is positioned at the engagement parking section and pushes the pressure plate push rod to move axially, the pressure plate clamps the clutch plate group to enable friction connection between the corresponding output end of the central differential and the corresponding half shaft to be formed, so that torque transmission relation is established, and when the clutch roller is positioned at the disengagement parking section, the pressure plate returns under the action of a return spring, and the clutch plate group returns to a gap, so that the torque transmission relation is relieved.
  7. 7. The dual mode, distributed drive and centralized drive high efficiency electric drive bridge of claim 1, wherein the electric drive bridge has a distributed drive mode, a left motor centralized drive mode, and a right motor centralized drive mode: in the distributed driving mode, the left and right joint sleeves are in direct drive gears, and the first clutch and the second clutch are in a disconnected state; in the centralized driving mode of the left motor, the left joint sleeve is in a differential gear, the right joint sleeve is in a middle gear, and the first clutch and the second clutch are in a joint state; In the right motor centralized driving mode, the right joint sleeve is in a differential gear, the left joint sleeve is in a middle gear, and the first clutch and the second clutch are both in a joint state.
  8. 8. The dual-mode efficient electric drive bridge of distributed drive and centralized drive of claim 7, wherein when no single-side drive unit failure is detected and no single-motor efficient drive condition is entered, the left and right engagement sleeves are in direct drive gear, and the first and second clutches are in off state, so that the left and right drive motors drive the left and right half shafts via corresponding side reducers respectively, to maintain independent direct drive on the left and right sides and reduce drag loss of the central differential link.
  9. 9. The dual-mode high-efficiency electric drive axle for distributed and centralized driving as claimed in claim 7, wherein when any one side of the drive motor or the speed reducer thereof has failure such as reduced output capacity, interruption or blocking, the failure side is used as a working side, the failure side is used as an isolation side, the clutch is kept off, the motor is controlled to drive the shift actuating drum to switch the working side engaging sleeve to the differential gear and the failure side engaging sleeve to the neutral gear, after the shift is in place, the motor is controlled to drive the clutch actuating drum to engage the clutch so as to establish a torque transmission relation between the output end of the central differential and the left and right half shafts, the drive motor at the failure side is kept driven by the vehicle through the central differential, and when the shift is not in place or the clutch is not in place, the clutch is kept off and the engaging sleeve is returned to the neutral gear or kept at a safe position so as to avoid the false engagement, the reverse dragging at the failure side and the on-load engaging impact, and the electric drive axle is kept in a safe state of fault isolation.
  10. 10. The dual-mode high-efficiency electric drive axle for distributed and centralized driving according to claim 7, wherein when the state of charge of the power battery is lower than a preset threshold value and a driver gives a single-motor high-efficiency driving instruction, one side of the electric drive axle is used as a working side, the other side of the electric drive axle is used as a non-working side, the clutch is kept to be disconnected, the motor is controlled to drive the gear shifting executing rotary drum, the working side engaging sleeve is switched to a differential gear, the non-working side engaging sleeve is switched to a middle gear, the transmission is disconnected, the first clutch and the second clutch are both engaged after the gear shifting is completed, the non-working side driving motor is stopped or enters a zero torque state, the vehicle is driven to run in a concentrated mode through the central differential mechanism, and when the gear shifting is not completed or the clutch is not completed, the clutch is kept disconnected, the engaging sleeve is returned to the middle gear position or kept at a safe position, and the distributed driving state is restored or kept, so that the error engagement and the switching impact are avoided, and the driving force of the vehicle is kept.

Description

Distributed driving and centralized driving dual-mode efficient electric drive bridge Technical Field The invention belongs to the technical field of special vehicle electric drive and transmission systems, and particularly relates to a dual-mode efficient electric drive bridge capable of switching between a distributed drive mode and a centralized drive mode. Background With the increase of the application of the electric drive technology in the field of special vehicles, the distributed drive scheme is paid attention to due to the characteristics of flexible arrangement, quick control response, realization of torque distribution, differential auxiliary steering and the like. However, special vehicles such as military armored vehicles, military unmanned ground platforms and the like are in complex environments such as strong impact vibration, sand-involved wading, large temperature difference, external impact damage and the like for a long time. In such an environment, once the driving motor, the speed reducer or the electric control unit at any side fails, the output capacity is reduced, the resistance is abnormally increased, and even the transmission is jammed. Because the distributed driving left and right power links are mutually independent, if the system lacks a mechanical power redundant path capable of establishing cross-side transmission, when a single-side driving unit fails, even if the driving unit at the other side is still intact, the output torque of the driving unit at the other side is difficult to drive the wheel at the failure side, and the problems of insufficient traction force, reduced trafficability, reduced capability of getting out of the road on a slope or a muddy road and the like easily occur to the vehicle. Especially in the war damage scenes such as shrapnel impact, explosion impact and the like, the problems of open circuit or short circuit of windings, damage of power devices, faults of buses or wire harnesses, failure of sensors, lubrication failure caused by shell breakage and the like can occur in a driving system, single-side driving capability is obviously attenuated and even blocked, and therefore high risk influence is formed on continuous maneuverability of tasks such as armored vehicle formation maneuver, sudden defense evacuation and the like. In order to solve the problems, common ideas of the existing vehicle power redundancy scheme comprise adding an additional redundant motor or a redundant speed reducer, adopting a differential lock or a limited slip mechanism to promote single-side attachment, distributing torque between the two motors through an electric control strategy to realize a certain degree of fault tolerance, or designing an additional switching mechanism to realize switching of a power system between a distributed driving mode and a centralized driving mode, and the like. However, the existing scheme has the following defects: (1) Additional redundant motors or redundant reducers can result in increased volume, mass, and cost. The vehicle has strict requirements on arrangement space, weight distribution and maintenance convenience, and an additional redundant drive chain can bring about obvious burden. (2) Purely electronically controlled redundancy is limited by the mechanical path. If a path for transmitting the torque of the motor on one side to the wheels on the other side does not exist mechanically, the whole vehicle traction is difficult to maintain after the failure of one side even if the electric control strategy is optimized. (3) Conventional differential locks or limited slip arrangements are not equivalent to motor power path switching. Differential locks are often used to limit the left-right rotational speed difference to improve adhesion, but do not directly address the problem of driving two wheels from one motor through a differential by the other motor when the other motor fails, and may cause steering difficulties and tire wear under certain conditions. In addition, when one side motor fails and mechanical locking or high resistance faults are accompanied, the differential lock can transmit the power of the other side motor, but the resistance of the fault side cannot be effectively isolated, so that the overall driving efficiency of the system is suddenly reduced and even locked. (4) Some existing switching mechanisms rely too much on multiple actuators. The multi-actuator switching scheme can realize complex functions, but is unfavorable for popularization in special vehicles due to the fact that the number of actuators is large, the control link length and the fault point are increased, and the like. (5) While the mode switching of distributed and centralized driving can be effectively realized by part of the existing single-actuator switching mechanism, two driving motors of the existing single-actuator switching mechanism are still hard connected with the input end of a differential mechanism in a centralized driving mode,