CN113696722A - Pure electric multi-gear speed change system - Google Patents
Pure electric multi-gear speed change system Download PDFInfo
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- CN113696722A CN113696722A CN202111065638.XA CN202111065638A CN113696722A CN 113696722 A CN113696722 A CN 113696722A CN 202111065638 A CN202111065638 A CN 202111065638A CN 113696722 A CN113696722 A CN 113696722A
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- 230000005540 biological transmission Effects 0.000 claims abstract description 28
- 101150059401 EGR2 gene Proteins 0.000 claims description 10
- 101100444898 Mus musculus Egr1 gene Proteins 0.000 claims description 10
- 230000007935 neutral effect Effects 0.000 claims description 6
- 238000000034 method Methods 0.000 abstract description 8
- 102100023227 E3 SUMO-protein ligase EGR2 Human genes 0.000 description 4
- 102100023226 Early growth response protein 1 Human genes 0.000 description 4
- 101001049692 Homo sapiens E3 SUMO-protein ligase EGR2 Proteins 0.000 description 4
- 101001049697 Homo sapiens Early growth response protein 1 Proteins 0.000 description 4
- 230000009977 dual effect Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
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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
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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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
Abstract
The invention provides a pure electric multi-gear speed change system, which is characterized in that 1 gear driven by double motors is added on the basis of the prior art, so that the speed ratio difference between gears is more reasonable, and the gear utilization rate is higher; the original single-intermediate-shaft structure of the dual-motor transmission is changed into a dual-intermediate-shaft structure, all the idle gears do not need to be supported by needle roller bearings, and meanwhile, as the power is divided to two identical intermediate shafts, the center distance can be reduced, the tooth width is narrowed, the size of the transmission is more compact, the occupied space is reduced, and the cost is reduced; and at least one motor is always kept to output power in the gear shifting process, so that the continuous power output in the gear shifting process is uninterrupted.
Description
Technical Field
The invention relates to the field of new energy transmissions, in particular to a pure electric multi-gear speed change system.
Background
In the prior art, a dual-motor transmission (CN 109703357B) usually adopts a single-intermediate-shaft structure, so that on one hand, the speed ratio difference is large when gears are shifted among gears, the shifting impact and abrasion are possibly large when the gears are shifted, and the utilization rate of gears is low; on the other hand, all the hollow gears are connected with the shaft through needle bearings, power is concentrated on a single intermediate shaft, the center distance is large, the tooth width is wide, and the size of the gearbox is large.
Disclosure of Invention
In order to overcome the defects and shortcomings in the prior art, the invention provides a pure electric multi-gear speed change system.
The technical scheme provided by the invention is as follows: a pure electric multi-gear speed change system comprises
A first electric machine (EM 1), the output shaft (1) of the first electric machine (EM 1) is connected with a first intermediate shaft (4) through a first electric machine input gear pair (EGR 1);
a second electric machine (EM 2), the output shaft (8) of the second electric machine (EM 2) is connected with a second intermediate shaft (14) through a second electric machine input gear pair (EGR 2);
a first intermediate shaft (4), wherein the first intermediate shaft (4) is connected with a speed change system output shaft (15) through a first intermediate shaft gear pair;
a second intermediate shaft (14), wherein the second intermediate shaft (14) is connected with a speed change system output shaft (15) through a second intermediate shaft gear pair;
a first clutch A (6), said first clutch A (6) being disposed on the first countershaft (4) and being selectively engageable with a gear of the first countershaft gear pair;
a second clutch B (12), said second clutch B (12) being disposed on a second countershaft (14) and being selectively engageable with a gear of a second countershaft gear pair;
an intermediate clutch CU (9), the intermediate clutch CU (9) being disposed on the second intermediate shaft (14) proximate to an end of the first intermediate shaft (4) and selectively engaging the first intermediate shaft (4) with the second intermediate shaft (14).
Further, the first countershaft gear pair comprises a first gear pair (GR 1) and a third gear pair (GR 3) on either side of the first clutch a (6);
the first gear pair (GR 1) comprises a first driving gear (5) which is sleeved on the first intermediate shaft (4) in a hollow mode and a first driven gear (18) which is fixed on an output shaft (15) of the speed changing system, and the first driving gear (5) is correspondingly meshed with the first driven gear (18);
the third gear pair (GR 3) comprises a third driving gear (7) which is sleeved on the first intermediate shaft (4) in an empty mode and a third driven gear (17) which is fixed on an output shaft (15) of the speed changing system, and the third driving gear (7) is correspondingly meshed with the third driven gear (17).
Furthermore, the second countershaft gear pair comprises a second gear pair (GR 2), the second gear pair (GR 2) comprises a second driving gear (10) which is sleeved on the second countershaft (14) in a hollow mode and a second driven gear (16) which is fixed on an output shaft (15) of the speed changing system, and the second driving gear (10) is correspondingly meshed with the second driven gear (16).
Further, the first motor input gear pair (EGR 1) comprises a first motor input driving gear (2) and a first motor input driven gear (3) which are meshed correspondingly, the first motor input driving gear (2) is fixedly connected with an output shaft of a first motor (EM 1), and the first motor input driven gear (3) is fixedly connected with a first intermediate shaft (4).
Further, the second motor input gear pair (EGR 2) comprises a second motor input driving gear (11) and a second motor input driven gear (13) which are meshed correspondingly, the second motor input driving gear (11) is fixedly connected with an output shaft of a second motor (EM 2), and the second motor input driven gear (13) is fixedly connected with a second intermediate shaft (14).
Further, the first intermediate shaft (4) and the second intermediate shaft (14) are arranged coaxially; the output shaft (1) of the first motor (EM 1), the output shaft (8) of the second motor (EM 2), the two intermediate shafts and the output shaft (15) of the speed change system are arranged in parallel; and the output shaft (1) of the first motor (EM 1) and the output shaft (8) of the second motor (EM 2) are respectively positioned on two sides of the first intermediate shaft (4) and the second intermediate shaft (14).
Further, an output shaft of the first motor (EM 1) and an output shaft of the second motor (EM 2) are arranged to be nested shafts and are positioned on the same side of the first intermediate shaft (4) and the second intermediate shaft (14); the first intermediate shaft (4) and the second intermediate shaft (14) are arranged coaxially; the output shafts of the two motors, the two intermediate shafts and the output shaft (15) of the speed change system are arranged in parallel.
Further, the working positions of the clutches under each gear of the speed changing system are as follows:
1) during neutral, the first clutch A is in the middle, the second clutch B is not engaged, and the middle clutch CU is not engaged;
2) when the gear 1 is shifted, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on one side, the second clutch B is not engaged, and the intermediate clutch CU is engaged;
3) in the gear 2, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on one side, the second clutch B is engaged, and the intermediate clutch CU is not engaged;
4) in the 3-gear, the first clutch A is centered, the second clutch B is engaged, and the intermediate clutch CU is engaged;
5) in the 4-gear stage, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on the other side, the second clutch B is engaged, and the intermediate clutch CU is not engaged;
6) in the 5-speed gear, the first clutch a is engaged with the gear of the first intermediate shaft gear pair on the other side, the second clutch B is not engaged, and the intermediate clutch CU is engaged.
Also provides a pure electric multi-gear speed change system, which comprises
A first electric machine (EM 1), the output shaft (1) of the first electric machine (EM 1) is connected with a first intermediate shaft (4) through a first electric machine input gear pair (EGR 1);
a second electric machine (EM 2), the output shaft (8) of the second electric machine (EM 2) is connected with a second intermediate shaft (14) through a second electric machine input gear pair (EGR 2);
a first intermediate shaft (4), the first intermediate shaft (4) being connected to at least one auxiliary shaft by a first intermediate shaft gear pair;
a second intermediate shaft (14), the second intermediate shaft (14) being connected to at least one auxiliary shaft by a second intermediate shaft gear pair;
the at least one auxiliary shaft is connected with a transmission system output shaft (15) through an output gear pair;
a first clutch A (6), said first clutch A (6) being disposed on the first countershaft (4) and being selectively engageable with a gear of the first countershaft gear pair;
a second clutch B (12), said second clutch B (12) being disposed on a second countershaft (14) and being selectively engageable with a gear of a second countershaft gear pair;
an intermediate clutch CU (9), the intermediate clutch CU (9) being disposed on the second intermediate shaft (14) proximate to an end of the first intermediate shaft (4) and selectively engaging the first intermediate shaft (4) with the second intermediate shaft (14).
Further, the first countershaft gear pair comprises a first gear pair (GR 1) and a third gear pair (GR 3) on either side of the first clutch a (6);
the at least one auxiliary shaft comprises a first auxiliary shaft (23) and a second auxiliary shaft (22);
the first gear pair (GR 1) comprises a first driving gear (5) which is sleeved on the first intermediate shaft (4) in an empty mode, a first driven gear (18) which is fixed on the first auxiliary shaft (23), and a first secondary driven gear (16) which is fixed on the second auxiliary shaft (22), and the first driving gear (5) is meshed with the first driven gear (18) and the first secondary driven gear (16) simultaneously;
the third gear pair (GR 3) comprises a third driving gear (7) which is sleeved on the first intermediate shaft (4) in an empty mode, a third driven gear (19) which is fixed on the first auxiliary shaft (23) and a third driven gear (17) which is fixed on the second auxiliary shaft (22), and the third driving gear (7) is meshed with the third driven gear (19) and the third driven gear (17) simultaneously.
Furthermore, the second countershaft gear pair comprises a second gear pair (GR 2), the second gear pair (GR 2) comprises a second driving gear (10) which is sleeved on the second countershaft (14) in a hollow mode, a second driven gear (21) which is fixed on the first auxiliary shaft (23) and a second driven gear (20) which is fixed on the second auxiliary shaft (22), and the second driving gear (10) is meshed with the second driven gear (21) and the second driven gear (20) simultaneously.
Furthermore, the output gear pair comprises a first output driving gear (25) fixedly connected with the first auxiliary shaft (23), a second output driving gear (24) fixedly connected with the second auxiliary shaft (22), and an output driven gear (26) fixedly connected with the output shaft (15) of the speed change system, and the output driven gear (26) is meshed with the first output driving gear (25) and the second output driving gear (24) simultaneously.
Further, the first motor input gear pair (EGR 1) comprises a first motor input driving gear (2) and a first motor input driven gear (3) which are meshed correspondingly, the first motor input driving gear (2) is fixedly connected with an output shaft of a first motor (EM 1), and the first motor input driven gear (3) is fixedly connected with a first intermediate shaft (4).
Further, the second motor input gear pair (EGR 2) comprises a second motor input driving gear (11) and a second motor input driven gear (13) which are meshed correspondingly, the second motor input driving gear (11) is fixedly connected with an output shaft of a second motor (EM 2), and the second motor input driven gear (13) is fixedly connected with a second intermediate shaft (14).
Further, the first intermediate shaft (4), the second intermediate shaft (14) and the speed change system output shaft (15) are coaxially arranged; the output shaft (1) of the first motor (EM 1), the output shaft (8) of the second motor (EM 2), the two intermediate shafts, the first auxiliary shaft (23), the second auxiliary shaft (22) and the output shaft (15) of the speed change system are arranged in parallel; and the output shaft of the first motor (EM 1) and the output shaft of the second motor (EM 2) are respectively positioned on two sides of the first intermediate shaft (4) and the second intermediate shaft (14).
Further, the first intermediate shaft (4), the second intermediate shaft (14) and the speed change system output shaft (15) are coaxially arranged; the output shaft (1) of the first motor (EM 1) and the output shaft (8) of the second motor (EM 2) are arranged to be nested shafts and are positioned on the same side of the first intermediate shaft (4) and the second intermediate shaft (14); the output shafts of the two motors, the two intermediate shafts, the first auxiliary shaft (23) and the second auxiliary shaft (22) are arranged in parallel.
Further, the working positions of the clutches under each gear of the speed changing system are as follows:
1) during neutral, the first clutch A is in the middle, the second clutch B is not engaged, and the middle clutch CU is not engaged;
2) when the gear 1 is shifted, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on one side, the second clutch B is not engaged, and the intermediate clutch CU is engaged;
3) in the gear 2, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on one side, the second clutch B is engaged, and the intermediate clutch CU is not engaged;
4) in the 3-gear, the first clutch A is centered, the second clutch B is engaged, and the intermediate clutch CU is engaged;
5) in the 4-gear stage, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on the other side, the second clutch B is engaged, and the intermediate clutch CU is not engaged;
6) in the 5-speed gear, the first clutch a is engaged with the gear of the first intermediate shaft gear pair on the other side, the second clutch B is not engaged, and the intermediate clutch CU is engaged.
Compared with the prior art, the invention has the following beneficial effects:
1) the invention provides a pure electric multi-gear speed change system, which is characterized in that 1 gear driven by two motors is added on the basis of the prior art, so that the speed ratio difference between gears is more reasonable, and the gear utilization rate is higher.
2) The invention provides a pure electric multi-gear speed change system, which changes the single intermediate shaft structure of the original dual-motor speed changer into a dual-intermediate shaft structure, all idler gears and shafts do not need to be supported by needle roller bearings any more, and simultaneously, because power is divided to two same intermediate shafts, the center distance can be reduced, the tooth width is narrowed, the volume of a gearbox is more compact, the occupied space is reduced, and the cost is reduced.
3) The invention provides a pure electric multi-gear speed change system, which always keeps at least one motor to output power in the gear shifting process so as to realize continuous power output without interruption in the gear shifting process.
Drawings
Fig. 1 is a schematic structural view of the first embodiment of the present invention in which two motors are arranged in parallel on the same side.
Fig. 2 is a schematic structural view of the same-side coaxial arrangement of the two motors in embodiment 1 of the present invention.
Fig. 3 is a schematic structural view of the double motors in the same-side parallel arrangement according to embodiment 2 of the present invention.
Fig. 4 is a schematic structural view of the same-side coaxial arrangement of the two motors in embodiment 2 of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", "front", "rear", "both ends", "one end", "the other end", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "disposed," "connected," and the like are to be construed broadly, such as "connected," which may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
1-2 shows a 1 st embodiment of a pure electric multi-gear speed change system provided by the invention, which comprises
A first electric machine EM1, the output shaft 1 of which EM1 is connected to the first countershaft 4 through a first electric machine input gear pair EGR 1;
a second electric machine EM2, the output shaft 8 of the second electric machine EM2 being connected to the second countershaft 14 through a second electric machine input gear pair EGR 2;
a first intermediate shaft 4, the first intermediate shaft 4 being connected to a transmission system output shaft 15 through a first intermediate shaft gear pair;
a second intermediate shaft 14, wherein the second intermediate shaft 14 is connected with a speed change system output shaft 15 through a second intermediate shaft gear pair;
a first clutch A6, the first clutch A6 is arranged on the first intermediate shaft 4 and can be selectively engaged with the gears on two sides of the gear pair of the first intermediate shaft;
a second clutch B12, the second clutch B12 is arranged on the second intermediate shaft 14 and can be selectively engaged with one side gear of the second intermediate shaft gear pair;
an intermediate clutch CU9, which is CU9 disposed on the second intermediate shaft 14 near the end of the first intermediate shaft 4, selectively engages the first intermediate shaft 4 with the second intermediate shaft 14.
Specifically, as a further preferable solution of the present embodiment, the first motor input gear pair EGR1 includes a first motor input driving gear 2 and a first motor input driven gear 3 which are correspondingly engaged, the first motor input driving gear 2 is fixedly connected with the output shaft of the first motor EM1, and the first motor input driven gear 3 is fixedly connected with the first intermediate shaft 4; the first electric machine input gear pair EGR1 is used to transmit the output power of the first electric machine EM1 to the first countershaft 4.
Specifically, as a further preferable solution of the present embodiment, the second motor input gear pair EGR2 includes a second motor input driving gear 11 and a second motor input driven gear 13 which are engaged with each other, the second motor input driving gear 11 is fixedly connected to the output shaft of the second motor EM2, the second motor input driven gear 13 is fixedly connected to the second intermediate shaft 14, and the second motor input gear pair EGR2 is configured to transmit the output power of the second motor EM2 to the second intermediate shaft 14.
Specifically, as a further preferred version of the present embodiment, the first countershaft gear pair includes a first gear pair GR1 to the left of the first clutch a6 and a third gear pair GR3 to the right of the first clutch a 6;
the first gear pair GR1 comprises a first driving gear 5 sleeved on the first intermediate shaft 4 and a first driven gear 18 fixed on the output shaft 15 of the speed change system, and the first driving gear 5 is correspondingly engaged with the first driven gear 18;
the third gear pair GR3 comprises a third driving gear 7 loosely sleeved on the first intermediate shaft 4 and a third driven gear 17 fixed on the output shaft 15 of the speed change system, and the third driving gear 7 is correspondingly engaged with the third driven gear 17; the first intermediate shaft 4 can be selectively engaged with or disengaged from the first driving gears 5 on both sides or the third driving gear 7 through the first clutch a 6.
Specifically, as a further preferable solution of the present embodiment, the second countershaft gear pair includes a second gear pair GR2, the second gear pair GR2 includes a second driving gear 10 that is freely sleeved on the second countershaft 14 and a second driven gear 16 that is fixed on the transmission output shaft 15, the second driving gear 10 is correspondingly engaged with the second driven gear 16, and the second countershaft 14 is selectively engaged with or disengaged from the second driving gear 10 on one side by a second clutch B12.
As a further preferable scheme provided by the present invention, as shown in fig. 1, a mode that dual motors are arranged in parallel on the same side is adopted in the embodiment 1 of the present invention, a first intermediate shaft 4 and a second intermediate shaft 14 are coaxially arranged, an output shaft 1 of the first motor EM1 and an output shaft 8 of the second motor EM2 are parallel to the two intermediate shafts, and an output shaft of the first motor EM1 and an output shaft of the second motor EM2 are respectively located on two sides of the first intermediate shaft 4 and the second intermediate shaft 14, so that while the split flow is realized through the dual intermediate shafts, the stress balance and the installation stability of the transmission system are realized through the parallel arrangement of the two sides.
As a further preferable scheme provided by the present invention, as shown in fig. 2, a mode of coaxially arranging the two motors on the same side is adopted in the embodiment 1 of the present invention, the output shaft 1 of the first motor EM1 and the output shaft 8 of the second motor EM2 are coaxially arranged, the first intermediate shaft 4 and the second intermediate shaft 14 are coaxially arranged, and the two output shafts and the two intermediate shafts are arranged in parallel. The output shaft of the first motor EM1 and the output shaft of the second motor EM2 are arranged to be nested shafts and are located on the same side of the first intermediate shaft 4 and the second intermediate shaft 14, and when the split flow is achieved through the double intermediate shafts, the internal size and the occupied space of the speed change system are further reduced through arrangement on the same side, and the cost is reduced.
Specifically, in a pure electric multiple gear shift system according to embodiment 1 provided by the present invention, the operating positions of the clutches in each gear are (as shown in table 1):
1) during neutral, the first clutch A is in the middle, the second clutch B is not engaged, and the middle clutch CU is not engaged;
2) in the 1-gear, the first clutch A is engaged on the left, the second clutch B is not engaged, and the intermediate clutch CU is engaged; at the moment, the first electric machine EM1 and the second electric machine EM2 jointly output power, and the power is output from the output shaft 15 of the speed change system through the first gear pair GR 1;
3) in the gear 2, the first clutch A is engaged, the second clutch B is engaged, and the intermediate clutch CU is not engaged; at the moment, the output power of the first electric motor EM1 is output from the output shaft 15 of the speed change system through the first gear pair GR1, and the output power of the second electric motor EM2 is output from the output shaft 15 of the speed change system through the second gear pair GR 2;
4) in the 3-gear, the first clutch A is centered, the second clutch B is engaged, and the intermediate clutch CU is engaged; at the moment, the first electric machine EM1 and the second electric machine EM2 jointly output power, and the power is output from the output shaft 15 of the speed change system through the second gear pair GR 2;
5) in the 4-gear, the first clutch A is engaged, the second clutch B is engaged, and the middle clutch CU is not engaged; at the moment, the output power of the first electric motor EM1 is output from the output shaft 15 of the speed change system through the third gear pair GR3, and the output power of the second electric motor EM2 is output from the output shaft 15 of the speed change system through the second gear pair GR 2;
6) in the gear 5, the first clutch A is engaged on the right, the second clutch B is not engaged, and the intermediate clutch CU is engaged; at this time, the first electric machine EM1 and the second electric machine EM2 output power together from the transmission system output shaft 15 through the third gear pair GR 3.
And at least one motor is always kept to output power in the gear shifting process, so that the continuous power output in the gear shifting process is uninterrupted.
3-4 show a 2 nd embodiment of a pure electric multi-gear speed changing system provided by the invention, which comprises
A first electric machine EM1, the output shaft 1 of which EM1 is connected to the first countershaft 4 through a first electric machine input gear pair EGR 1;
a second electric machine EM2, the output shaft 8 of the second electric machine EM2 being connected to the second countershaft 14 through a second electric machine input gear pair EGR 2;
a first intermediate shaft 4, the first intermediate shaft 4 connecting a first auxiliary shaft 23 and a second auxiliary shaft 22 through a first intermediate shaft gear pair;
a second intermediate shaft 14, the second intermediate shaft 14 connecting the first auxiliary shaft 23 and the second auxiliary shaft 22 through a second intermediate shaft gear pair;
a first auxiliary shaft 23, said first auxiliary shaft 23 being connected to the transmission system output shaft 15 through an output gear set;
a second auxiliary shaft 22, said second auxiliary shaft 22 being connected to the transmission system output shaft 15 through an output gear set;
a first clutch A6, the first clutch A6 is arranged on the first intermediate shaft 4 and can be selectively engaged with the gears on two sides of the gear pair of the first intermediate shaft;
a second clutch B12, the second clutch B12 is arranged on the second intermediate shaft 14 and can be selectively engaged with one side gear of the second intermediate shaft gear pair;
an intermediate clutch CU9, which intermediate clutch CU9 is disposed on the second intermediate shaft 14 near the end of the first intermediate shaft 4 and selectively engages the first intermediate shaft 4 with the second intermediate shaft 14.
Specifically, as a further preferable solution of the present embodiment, the first motor input gear pair EGR1 includes a first motor input driving gear 2 and a first motor input driven gear 3 which are engaged with each other, the first motor input driving gear 2 is fixedly connected to the output shaft of the first motor EM1, the first motor input driven gear 3 is fixedly connected to the first intermediate shaft 4, and the first motor input gear pair EGR1 is configured to transmit the output power of the first motor EM1 to the first intermediate shaft 4.
Specifically, as a further preferable solution of the present embodiment, the second motor input gear pair EGR2 includes a second motor input driving gear 11 and a second motor input driven gear 13 which are engaged with each other, the second motor input driving gear 11 is fixedly connected to the output shaft of the second motor EM2, the second motor input driven gear 13 is fixedly connected to the second intermediate shaft 14, and the second motor input gear pair EGR2 is configured to transmit the output power of the second motor EM2 to the second intermediate shaft 14.
Specifically, as a further preferable aspect of the present embodiment, the first counter gear pair includes a first gear pair GR1 and a third gear pair GR3 on both sides of the first clutch a 6;
the first gear pair GR1 comprises a first driving gear 5 sleeved on the first intermediate shaft 4, a first driven gear 18 fixed on the first auxiliary shaft 23, and a first second driven gear 16 fixed on the second auxiliary shaft 22, wherein the first driving gear 5 is meshed with the first driven gear 18 and the first second driven gear 16 simultaneously;
the third gear pair GR3 includes a third driving gear 7 that is freely sleeved on the first intermediate shaft 4, a third driven gear 19 that is fixed on the first auxiliary shaft 23, and a third driven gear 17 that is fixed on the second auxiliary shaft 22, and the third driving gear 7 is engaged with the third driven gear 19 and the third driven gear 17 at the same time; the first intermediate shaft 4 can be selectively engaged with or disengaged from the first driving gears 5 on both sides or the third driving gear 7 through the first clutch a 6.
Specifically, as a further preferable solution of the present embodiment, the second countershaft gear pair includes a second gear pair GR2, the second gear pair GR2 includes a second driving gear 10 that is freely sleeved on the second countershaft 14, a second driven gear 21 that is fixed on the first auxiliary shaft 23, and a second driven gear 20 that is fixed on the second auxiliary shaft 22, and the second driving gear 10 meshes with the second driven gear 21 and the second driven gear 20 at the same time; the second intermediate shaft 14 can be selectively engaged or disengaged with the second driving gear 10 on one side by the second clutch B12.
Specifically, as a further preferable aspect of the present embodiment, the output gear set includes a first output driving gear 25 fixedly connected to the first auxiliary shaft 23, a second output driving gear 24 fixedly connected to the second auxiliary shaft 22, and an output driven gear 26 fixedly connected to the transmission system output shaft 15, the output driven gear 26 is engaged with the first output driving gear 25 and the second output driving gear 24 at the same time, and the output gear set is used for transmitting power from the intermediate shaft to the transmission system output shaft 15 via the auxiliary shaft.
As a further preferable scheme provided by the present invention, as shown in fig. 3, a mode of parallel arrangement of double motors on the same side is adopted in embodiment 2 of the present invention, a first intermediate shaft 4 and a second intermediate shaft 14 are coaxially arranged, and an output shaft 1 of the first motor EM1, an output shaft 8 of the second motor EM2, a first auxiliary shaft 23, a second auxiliary shaft 22 and the two intermediate shafts are arranged in parallel. The output shaft of the first electric motor EM1 and the output shaft of the second electric motor EM2 are respectively positioned on two sides of the first intermediate shaft 4 and the second intermediate shaft 14; when the shunting is realized through the double middle shafts, the balanced stress and the stable installation of the speed change system are realized through the symmetrical arrangement of the two sides.
As a further preferable scheme provided by the present invention, as shown in fig. 4, a mode of coaxially arranging two motors on the same side is adopted in the 2 nd embodiment of the present invention, and the output shaft 1 of the first motor EM1 and the output shaft 8 of the second motor EM2 are coaxially arranged; the first intermediate shaft 4 and the second intermediate shaft 14 are coaxially arranged, the first auxiliary shaft 23, the second auxiliary shaft 22, the two intermediate shafts and the output shafts of the two motors are arranged in parallel, and the output shaft of the first motor EM1 and the output shaft of the second motor EM2 are arranged as nested shafts and are positioned on the same side of the first intermediate shaft 4 and the second intermediate shaft 14; when the shunting is realized through the double intermediate shafts, the internal size and the occupied space of the speed change system are further reduced through the same-side arrangement, and the cost is reduced.
Specifically, in a pure electric multiple gear shift system according to embodiment 2 provided by the present invention, the operating positions of the clutches in each gear of the shift system are (as shown in table 1):
1) during neutral, the first clutch A is in the middle, the second clutch B is not engaged, and the middle clutch CU is not engaged;
2) in the 1-gear, the first clutch A is engaged on the left, the second clutch B is not engaged, and the intermediate clutch CU is engaged; at the moment, the first electric machine EM1 and the second electric machine EM2 jointly output power, and the power is output from the output shaft 15 of the speed change system through the first gear pair GR 1;
3) in the gear 2, the first clutch A is engaged, the second clutch B is engaged, and the intermediate clutch CU is not engaged; at the moment, the output power of the first electric motor EM1 is output from the output shaft 15 of the speed change system through the first gear pair GR1, and the output power of the second electric motor EM2 is output from the output shaft 15 of the speed change system through the second gear pair GR 2;
4) in the 3-gear, the first clutch A is centered, the second clutch B is engaged, and the intermediate clutch CU is engaged; at the moment, the first electric machine EM1 and the second electric machine EM2 jointly output power, and the power is output from the output shaft 15 of the speed change system through the second gear pair GR 2;
5) in the 4-gear, the first clutch A is engaged, the second clutch B is engaged, and the middle clutch CU is not engaged; at the moment, the output power of the first electric motor EM1 is output from the output shaft 15 of the speed change system through the third gear pair GR3, and the output power of the second electric motor EM2 is output from the output shaft 15 of the speed change system through the second gear pair GR 2;
6) in the gear 5, the first clutch A is engaged on the right, the second clutch B is not engaged, and the intermediate clutch CU is engaged; at this time, the first electric machine EM1 and the second electric machine EM2 output power together from the transmission system output shaft 15 through the third gear pair GR 3.
And at least one motor is always kept to output power in the gear shifting process, so that the continuous power output in the gear shifting process is uninterrupted.
TABLE 1 operating position table of each clutch under each gear of speed-changing system
Note: ● indicates the current position of each clutch; l represents left engagement; r represents the right binding; n represents a centered bit (i.e., not joined).
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Claims (17)
1. A pure electric multi-gear speed change system comprises
A first electric machine (EM 1), the output shaft (1) of the first electric machine (EM 1) is connected with a first intermediate shaft (4) through a first electric machine input gear pair (EGR 1);
a second electric machine (EM 2), the output shaft (8) of the second electric machine (EM 2) is connected with a second intermediate shaft (14) through a second electric machine input gear pair (EGR 2);
a first intermediate shaft (4), wherein the first intermediate shaft (4) is connected with a speed change system output shaft (15) through a first intermediate shaft gear pair;
a second intermediate shaft (14), wherein the second intermediate shaft (14) is connected with a speed change system output shaft (15) through a second intermediate shaft gear pair;
characterized in that the speed change system further comprises:
a first clutch A (6), said first clutch A (6) being disposed on the first countershaft (4) and being selectively engageable with a gear of the first countershaft gear pair;
a second clutch B (12), said second clutch B (12) being disposed on a second countershaft (14) and being selectively engageable with a gear of a second countershaft gear pair;
an intermediate clutch CU (9), the intermediate clutch CU (9) being disposed on the second intermediate shaft (14) proximate to an end of the first intermediate shaft (4) and selectively engaging the first intermediate shaft (4) with the second intermediate shaft (14).
2. A pure electric multi-gear transmission system according to claim 1, characterized in that: the first countershaft gear pair comprises a first gear pair (GR 1) and a third gear pair (GR 3) on either side of the first clutch A (6);
the first gear pair (GR 1) comprises a first driving gear (5) which is sleeved on the first intermediate shaft (4) in a hollow mode and a first driven gear (18) which is fixed on an output shaft (15) of the speed changing system, and the first driving gear (5) is correspondingly meshed with the first driven gear (18);
the third gear pair (GR 3) comprises a third driving gear (7) which is sleeved on the first intermediate shaft (4) in an empty mode and a third driven gear (17) which is fixed on an output shaft (15) of the speed changing system, and the third driving gear (7) is correspondingly meshed with the third driven gear (17).
3. A pure electric multi-gear transmission system according to claim 2, characterized in that: the second intermediate shaft gear pair comprises a second gear pair (GR 2), the second gear pair (GR 2) comprises a second driving gear (10) which is sleeved on the second intermediate shaft (14) in a hollow mode and a second driven gear (16) which is fixed on an output shaft (15) of the speed changing system, and the second driving gear (10) is correspondingly meshed with the second driven gear (16).
4. A pure electric multi-speed transmission system according to any of claims 1-3, characterized in that: the first motor input gear pair (EGR 1) comprises a first motor input driving gear (2) and a first motor input driven gear (3) which are correspondingly meshed, the first motor input driving gear (2) is fixedly connected with an output shaft of a first motor (EM 1), and the first motor input driven gear (3) is fixedly connected with a first intermediate shaft (4).
5. A pure electric multi-gear speed change system according to claim 4, characterized in that: the second motor input gear pair (EGR 2) comprises a second motor input driving gear (11) and a second motor input driven gear (13) which are correspondingly meshed, the second motor input driving gear (11) is fixedly connected with an output shaft of a second motor (EM 2), and the second motor input driven gear (13) is fixedly connected with a second intermediate shaft (14).
6. A pure electric multi-speed transmission system according to any of claims 1-3, characterized in that: the first intermediate shaft (4) and the second intermediate shaft (14) are arranged coaxially; the output shaft (1) of the first motor (EM 1), the output shaft (8) of the second motor (EM 2), the two intermediate shafts and the output shaft (15) of the speed change system are arranged in parallel; and the output shaft (1) of the first motor (EM 1) and the output shaft (8) of the second motor (EM 2) are respectively positioned on two sides of the first intermediate shaft (4) and the second intermediate shaft (14).
7. A pure electric multi-speed transmission system according to any of claims 1-3, characterized in that: the output shaft of the first motor (EM 1) and the output shaft of the second motor (EM 2) are arranged to be nested shafts and are positioned on the same side of the first intermediate shaft (4) and the second intermediate shaft (14); the first intermediate shaft (4) and the second intermediate shaft (14) are arranged coaxially; the output shafts of the two motors, the two intermediate shafts and the output shaft (15) of the speed change system are arranged in parallel.
8. A pure electric multi-gear speed change system according to any of claims 1-7, characterized in that: the working positions of the clutches under each gear of the speed change system are as follows:
1) during neutral, the first clutch A is in the middle, the second clutch B is not engaged, and the middle clutch CU is not engaged;
2) when the gear 1 is shifted, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on one side, the second clutch B is not engaged, and the intermediate clutch CU is engaged;
3) in the gear 2, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on one side, the second clutch B is engaged, and the intermediate clutch CU is not engaged;
4) in the 3-gear, the first clutch A is centered, the second clutch B is engaged, and the intermediate clutch CU is engaged;
5) in the 4-gear stage, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on the other side, the second clutch B is engaged, and the intermediate clutch CU is not engaged;
6) in the 5-speed gear, the first clutch a is engaged with the gear of the first intermediate shaft gear pair on the other side, the second clutch B is not engaged, and the intermediate clutch CU is engaged.
9. A pure electric multi-gear speed change system comprises
A first electric machine (EM 1), the output shaft (1) of the first electric machine (EM 1) is connected with a first intermediate shaft (4) through a first electric machine input gear pair (EGR 1);
a second electric machine (EM 2), the output shaft (8) of the second electric machine (EM 2) is connected with a second intermediate shaft (14) through a second electric machine input gear pair (EGR 2);
characterized in that the speed change system further comprises:
a first intermediate shaft (4), the first intermediate shaft (4) being connected to at least one auxiliary shaft by a first intermediate shaft gear pair;
a second intermediate shaft (14), the second intermediate shaft (14) being connected to at least one auxiliary shaft by a second intermediate shaft gear pair;
the at least one auxiliary shaft is connected with a transmission system output shaft (15) through an output gear pair;
a first clutch A (6), said first clutch A (6) being disposed on the first countershaft (4) and being selectively engageable with a gear of the first countershaft gear pair;
a second clutch B (12), said second clutch B (12) being disposed on a second countershaft (14) and being selectively engageable with a gear of a second countershaft gear pair;
an intermediate clutch CU (9), the intermediate clutch CU (9) being disposed on the second intermediate shaft (14) proximate to an end of the first intermediate shaft (4) and selectively engaging the first intermediate shaft (4) with the second intermediate shaft (14).
10. A pure electric multi-speed transmission system according to claim 9, characterized in that: the first countershaft gear pair comprises a first gear pair (GR 1) and a third gear pair (GR 3) on either side of the first clutch A (6);
the at least one auxiliary shaft comprises a first auxiliary shaft (23) and a second auxiliary shaft (22);
the first gear pair (GR 1) comprises a first driving gear (5) which is sleeved on the first intermediate shaft (4) in an empty mode, a first driven gear (18) which is fixed on the first auxiliary shaft (23), and a first secondary driven gear (16) which is fixed on the second auxiliary shaft (22), and the first driving gear (5) is meshed with the first driven gear (18) and the first secondary driven gear (16) simultaneously;
the third gear pair (GR 3) comprises a third driving gear (7) which is sleeved on the first intermediate shaft (4) in an empty mode, a third driven gear (19) which is fixed on the first auxiliary shaft (23) and a third driven gear (17) which is fixed on the second auxiliary shaft (22), and the third driving gear (7) is meshed with the third driven gear (19) and the third driven gear (17) simultaneously.
11. A pure electric multi-speed transmission system according to claim 10, characterized in that: the second intermediate shaft gear pair comprises a second gear pair (GR 2), the second gear pair (GR 2) comprises a second driving gear (10) which is sleeved on the second intermediate shaft (14) in a hollow mode, a second driven gear (21) which is fixed on the first auxiliary shaft (23) and a second driven gear (20) which is fixed on the second auxiliary shaft (22), and the second driving gear (10) is meshed with the second driven gear (21) and the second driven gear (20) simultaneously.
12. A pure electric multi-speed transmission system according to claim 11, characterized in that: the output gear pair comprises a first output driving gear (25) fixedly connected with the first auxiliary shaft (23), a second output driving gear (24) fixedly connected with the second auxiliary shaft (22) and an output driven gear (26) fixedly connected with the output shaft (15) of the speed changing system, and the output driven gear (26) is meshed with the first output driving gear (25) and the second output driving gear (24) simultaneously.
13. A pure electric multi-speed transmission system according to any of claims 9-12, characterized in that: the first motor input gear pair (EGR 1) comprises a first motor input driving gear (2) and a first motor input driven gear (3) which are correspondingly meshed, the first motor input driving gear (2) is fixedly connected with an output shaft of a first motor (EM 1), and the first motor input driven gear (3) is fixedly connected with a first intermediate shaft (4).
14. A pure electric multi-speed transmission system according to claim 13, characterized in that: the second motor input gear pair (EGR 2) comprises a second motor input driving gear (11) and a second motor input driven gear (13) which are correspondingly meshed, the second motor input driving gear (11) is fixedly connected with an output shaft of a second motor (EM 2), and the second motor input driven gear (13) is fixedly connected with a second intermediate shaft (14).
15. A pure electric multiple speed transmission system according to any of claims 10-12, characterized in that: the first intermediate shaft (4), the second intermediate shaft (14) and the output shaft (15) of the speed change system are coaxially arranged; the output shaft (1) of the first motor (EM 1), the output shaft (8) of the second motor (EM 2), the two intermediate shafts, the first auxiliary shaft (23), the second auxiliary shaft (22) and the output shaft (15) of the speed change system are arranged in parallel; and the output shaft of the first motor (EM 1) and the output shaft of the second motor (EM 2) are respectively positioned on two sides of the first intermediate shaft (4) and the second intermediate shaft (14).
16. A pure electric multiple speed transmission system according to any of claims 10-12, characterized in that: the first intermediate shaft (4), the second intermediate shaft (14) and the output shaft (15) of the speed change system are coaxially arranged; the output shaft (1) of the first motor (EM 1) and the output shaft (8) of the second motor (EM 2) are arranged to be nested shafts and are positioned on the same side of the first intermediate shaft (4) and the second intermediate shaft (14); the output shafts of the two motors, the two intermediate shafts, the first auxiliary shaft (23) and the second auxiliary shaft (22) are arranged in parallel.
17. A pure electric multi-speed transmission system according to any of claims 9-16, characterized in that: the working positions of the clutches under each gear of the speed change system are as follows:
1) during neutral, the first clutch A is in the middle, the second clutch B is not engaged, and the middle clutch CU is not engaged;
2) when the gear 1 is shifted, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on one side, the second clutch B is not engaged, and the intermediate clutch CU is engaged;
3) in the gear 2, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on one side, the second clutch B is engaged, and the intermediate clutch CU is not engaged;
4) in the 3-gear, the first clutch A is centered, the second clutch B is engaged, and the intermediate clutch CU is engaged;
5) in the 4-gear stage, the first clutch A is engaged with the gear of the first intermediate shaft gear pair on the other side, the second clutch B is engaged, and the intermediate clutch CU is not engaged;
6) in the 5-speed gear, the first clutch a is engaged with the gear of the first intermediate shaft gear pair on the other side, the second clutch B is not engaged, and the intermediate clutch CU is engaged.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111065638.XA CN113696722A (en) | 2021-09-13 | 2021-09-13 | Pure electric multi-gear speed change system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111065638.XA CN113696722A (en) | 2021-09-13 | 2021-09-13 | Pure electric multi-gear speed change system |
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| CN113696722A true CN113696722A (en) | 2021-11-26 |
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| CN202111065638.XA Pending CN113696722A (en) | 2021-09-13 | 2021-09-13 | Pure electric multi-gear speed change system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116620002A (en) * | 2023-05-18 | 2023-08-22 | 宇通客车股份有限公司 | Dual-motor unpowered interruption automatic speed change electric drive system and speed changer |
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