CN115507167A - Four-gear power assembly system - Google Patents

Four-gear power assembly system Download PDF

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Publication number
CN115507167A
CN115507167A CN202210922341.9A CN202210922341A CN115507167A CN 115507167 A CN115507167 A CN 115507167A CN 202210922341 A CN202210922341 A CN 202210922341A CN 115507167 A CN115507167 A CN 115507167A
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CN
China
Prior art keywords
gear
row
countershaft
shifter
input shaft
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
CN202210922341.9A
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Chinese (zh)
Inventor
邓丽华
田鹏飞
李吉元
黄文杰
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.)
Jiangsu Huayong Composite Materials Co Ltd
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Jiangsu Huayong Composite Materials Co Ltd
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Publication date
Application filed by Jiangsu Huayong Composite Materials Co Ltd filed Critical Jiangsu Huayong Composite Materials Co Ltd
Priority to CN202210922341.9A priority Critical patent/CN115507167A/en
Publication of CN115507167A publication Critical patent/CN115507167A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

There is provided a four speed powertrain system comprising: a motor; an input shaft; a drive axle; an output shaft; a front row intermediate gear; a middle row intermediate gear and a rear row intermediate gear; a first shifter; a second shifter; a first countershaft; and a second countershaft; the first front-row counter shaft gear and the second front-row counter shaft gear are meshed with the front-row intermediate gear; the first middle-row counter gear and the second middle-row counter gear are meshed with the middle-row intermediate gear; the first rear row counter gear and the second rear row counter gear are meshed with the rear row intermediate gear. The four-gear power assembly is realized through three groups of gears, so that the length is greatly reduced, the system structure is simplified, and the lightweight is easy to realize.

Description

Four-gear power assembly system
Technical Field
The invention relates to the field of new energy automobile parts, in particular to a four-gear power assembly system.
Background
With the increasing consumption of non-renewable resources (petroleum), people pay more and more attention to the sustainable development of the automobile industry, and China not only puts forward the aim of carbon neutralization and carbon peak reaching, but also puts forward time nodes for prohibiting fuel oil vehicle selling. Engine-matched gearboxes on heavy trucks typically have between 8 and 12 gears, with some gearboxes having even more gears for added smoothness and reduced fuel consumption. However, the existing gearbox is large in size, complex in structure and large in self weight, and cannot meet the requirements of new energy automobiles.
Therefore, there is a need to develop a four-speed powertrain system to solve one or more of the above-mentioned technical problems.
Disclosure of Invention
To solve at least one of the above technical problems, according to an aspect of the present invention, there is provided a four-speed powertrain system, comprising:
a motor;
an input shaft driven by the motor;
a drive axle;
one end of the output shaft is in butt joint with the input shaft in a relatively rotating way, and the other end of the output shaft is connected with the drive axle;
the front-row intermediate gear can be sleeved on the input shaft in a relatively rotating manner;
the middle row intermediate gear and the rear row intermediate gear can be sleeved on the output shaft in a relative rotation manner;
a first shifter switchable between a first position in which power from the input shaft is transmitted to the front-row intermediate gear and a second position in which power from the input shaft is transmitted to the middle-row intermediate gear;
a second shifter switchable between a third position in which power from the middle gear of the middle row is transmitted to the output shaft and a fourth position in which power from the middle gear of the rear row is transmitted to the output shaft;
the first countershaft is fixedly connected with a first front-row countershaft gear, a first middle-row countershaft gear and a first rear-row countershaft gear; and
the second countershaft is fixedly connected with a second front-row countershaft gear, a second middle-row countershaft gear and a second rear-row countershaft gear;
the first front-row counter shaft gear and the second front-row counter shaft gear are meshed with the front-row intermediate gear; the first middle-row countershaft gear and the second middle-row countershaft gear are meshed with the middle-row intermediate gear; the first rear row counter shaft gear and the second rear row counter shaft gear are meshed with the rear row intermediate gear.
According to yet another aspect of the invention, the input shaft is arranged coaxially with the output shaft, and the first and second layshafts are arranged in parallel with the input shaft.
According to a further aspect of the invention, the first countershaft is connected at both ends to the transmission housing by bearings and the second countershaft is connected at both ends to the transmission housing by bearings.
According to yet another aspect of the present invention, the first and second countershafts are symmetrically arranged about the input shaft.
According to yet another aspect of the invention, the first and second countershafts are coplanar or in a "V" arrangement with the input shaft.
According to a further aspect of the present invention, the first gear is formed when the first gear shifter is located at the first position and the second gear shifter is located at the fourth position, and the power of the motor is sequentially transmitted to the drive axle through the input shaft, the front row intermediate gear, the first countershaft and the second countershaft, the rear row intermediate gear, and the output shaft.
According to still another aspect of the present invention, the first gear shifter forms the second gear when located at the second position and the second gear shifter is located at the fourth position, and the power of the motor is transmitted to the transaxle via the input shaft, the middle gear, the first and second counter shafts, the rear middle gear, and the output shaft in this order.
According to a further aspect of the present invention, the first gear shifter is located at the first position and the second gear shifter is located at the third position to form a third gear, and the power of the motor is sequentially transmitted to the drive axle through the input shaft, the front row intermediate gear, the first countershaft and the second countershaft, the middle row intermediate gear, and the output shaft.
According to still another aspect of the present invention, the fourth gear is formed when the first gear shifter is located at the second position and the second gear shifter is located at the third position, and the power of the motor is transmitted to the transaxle via the input shaft, the intermediate gear of the middle row, and the output shaft in this order.
According to yet another aspect of the invention, the first front row counter gear and the second front row counter gear have the same gear ratio K1 with respect to the front row intermediate gear; the first and second intermediate-row counter gears have the same gear ratio K2 with respect to the intermediate-row counter gears; the first rear row counter gear and the second rear row counter gear have the same gear ratio K3 with respect to the rear row intermediate gear.
The invention can obtain one or more of the following technical effects:
the four gears are realized by adopting three groups of fixed shaft gears and two groups of gear shifting mechanisms, wherein one gear is directly shifted and three speed reducing gears are adopted, so that the requirements of new energy automobiles, particularly heavy trucks, can be met;
the torque of the driving end of the motor can be improved, and the high-speed performance of the motor can be exerted;
four-gear speed change is realized through three groups of gears, so that the length is greatly reduced, the system structure is simplified, and the system is easy to realize light weight;
each group of gears is provided with two countershaft gears which are meshed with the intermediate gear at the same time, and in the field of heavy trucks, the motor has large torque, so that the size of a single gear can be reduced, and the bearing capacity of the gearbox is improved;
when the two countershaft gears and the intermediate gear are arranged at 180 degrees, the radial forces of the two countershaft gears on the intermediate gear are equal and opposite, and can be completely offset theoretically, so that the bearings on the intermediate shaft and the service life of the bearings are very favorable.
Drawings
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Fig. 1 is a schematic configuration diagram of a four-speed powertrain system according to a preferred embodiment of the present invention.
FIG. 2 is a first gear power transfer schematic of the four speed powertrain system of FIG. 1.
FIG. 3 is a second gear power transfer schematic of the four-speed powertrain system of FIG. 1.
FIG. 4 is a third gear power transfer schematic of the four speed powertrain system of FIG. 1.
FIG. 5 is a fourth gear power transfer schematic of the fourth gear powertrain system of FIG. 1.
Detailed Description
The best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings, wherein the detailed description is for the purpose of illustrating the invention in detail, and is not to be construed as limiting the invention, as various changes and modifications can be made therein without departing from the spirit and scope thereof, which are intended to be encompassed within the appended claims.
Example 1
In accordance with a preferred embodiment of the present invention, referring to fig. 1-5, there is provided a four speed powertrain system comprising:
a motor 01;
an input shaft 19 driven by the motor 01;
a transaxle 21;
an output shaft 20, one end of which is butt jointed with the input shaft 19 in a relatively rotatable way, and the other end of which is connected with a drive axle 21;
a front row intermediate gear 02 which is relatively rotatably sleeved on the input shaft 19;
the middle gear 17 of the middle row and the middle gear 18 of the back row are sleeved on the output shaft 20 in a relatively rotatable manner;
a first shifter 11 switchable between a first position in which the first shifter 11 transmits power from the input shaft 19 to the front intermediate gear 02 and a second position in which the first shifter 11 transmits power from the input shaft 19 to the intermediate gear 17;
a second shifter 12 switchable between a third position in which the second shifter 12 transmits power from the middle gear 17 of the middle row to the output shaft 20 and a fourth position in which the second shifter 12 transmits power from the middle gear 18 of the rear row to the output shaft 20;
a first countershaft 06 to which a first front-row counter gear 03, a first middle-row counter gear 04, and a first rear-row counter gear 05 are fixedly connected; and
a second counter shaft 16 to which a second front row counter gear 13, a second middle row counter gear 14, and a second rear row counter gear 15 are fixedly connected;
wherein, the first front row counter gear 03 and the second front row counter gear 13 are meshed with the front row intermediate gear 02; the first intermediate-row counter gear 04 and the second intermediate-row counter gear 14 are meshed with the intermediate-row intermediate gear 17; the first rear row counter gear 05 and the second rear row counter gear 15 are meshed with the rear row intermediate gear 18.
According to a further preferred embodiment of the invention, the input shaft 19 is arranged coaxially with the output shaft 20, and the first countershaft 06 and the second countershaft 16 are arranged parallel to the input shaft 19.
According to a further preferred embodiment of the invention, the first countershaft 06 is connected at both ends to the gearbox housing by bearings and the second countershaft 16 is connected at both ends to the gearbox housing by bearings.
According to a further preferred embodiment of the invention, the first countershaft 06 and the second countershaft 16 are arranged symmetrically with respect to the input shaft 19.
According to a further preferred embodiment of the invention, the first countershaft 06 and the second countershaft 16 are coplanar or "V" shaped with the input shaft 19.
According to a further preferred embodiment of the present invention, the first gear is formed when the first gear shifter 11 is located at the first position and the second gear shifter 12 is located at the fourth position, and the power of the motor 01 is sequentially transmitted through the input shaft 19, the front row intermediate gear 02, the first counter shaft 06, the second counter shaft 16, the rear row intermediate gear 18, the output shaft 20 to the drive axle 21.
According to still another preferred embodiment of the present invention, the second gear is formed when the first gear shifter 11 is located at the second position and the second gear shifter 12 is located at the fourth position, and the power of the motor 01 is sequentially transmitted through the input shaft 19, the middle-row intermediate gear 17, the first counter shaft 06, the second counter shaft 16, the rear-row intermediate gear 18, the output shaft 20 to the transaxle 21.
According to still another preferred embodiment of the present invention, the third gear is formed when the first shifter 11 is located at the first position and the second shifter 12 is located at the third position, and the power of the motor 01 sequentially passes through the input shaft 19, the front row intermediate gear 02, the first counter shaft 06, the second counter shaft 16, the middle row intermediate gear 17, the output shaft 20 to the transaxle 21.
According to a further preferred embodiment of the present invention, the fourth gear is formed when the first gear shifter is located at the second position and the second gear shifter 12 is located at the third position, and the power of the motor 01 is sequentially transmitted to the transaxle 21 via the input shaft 19, the intermediate gear 17, and the output shaft 20.
According to a further preferred embodiment of the invention, the first front row of counter gears 03 and the second front row of counter gears 13 have the same gear ratio K1 with respect to the front row of intermediate gears 02; the first intermediate-row counter gear 04 and the second intermediate-row counter gear 14 have the same gear ratio K2 with respect to the intermediate-row intermediate gear 17; the first rear row counter gear 05 and the second rear row counter gear 15 have the same gear ratio K3 with respect to the rear row intermediate gear 18.
According to still another preferred embodiment of the present invention, there is provided a four-speed powertrain system, characterized in that: the motor 01 is connected with an input shaft 19 through a spline, the power of the motor is transmitted to a gearbox through the input shaft 19, one end of the input shaft 19 is arranged on a box body, the other end of the input shaft 19 is connected with an output shaft 20 through a bearing, and the input shaft 19 and the output shaft 20 are connected through the bearing, so that the power of the input shaft 19 cannot be directly transmitted to the output shaft 20, a front-row intermediate gear 02 and a gear shifter 11 are respectively arranged on the input shaft 19, wherein the front-row intermediate gear 02 is connected with the input shaft through the bearing, and the gear shifter 11 is fixedly arranged on the input shaft. The engaging sleeve C1 of the shifter 11 is movable left and right in the axial direction of the shifter, and engages with the first engaging tooth 07 fixed to the front intermediate gear when the engaging sleeve C1 moves left, and the power of the motor is transmitted to the front intermediate gear 02 through the shifter 11, and engages with the second engaging tooth 08 fixed to the intermediate gear when the engaging sleeve C1 moves right, and the power of the motor is transmitted to the intermediate gear 17 through the shifter 11. The front intermediate gear 02 meshes simultaneously with the front countershaft gears 03 and 13 fixedly mounted on the two countershafts 06 and 16, so that the force on the front intermediate gear 02 is split over the two countershafts 06 and 16, and the force on the single pair of meshing gears can be greatly reduced. Both ends of the countershaft 06 are mounted on the gearbox housing through bearings, a middle-row countershaft gear 04 and a rear-row countershaft gear 05 are fixedly mounted on the countershaft 06, besides the front-row countershaft gear 03, and the rotating speeds of the front-row countershaft gear 03, the middle-row countershaft gear 04 and the rear-row countershaft gear 05 are consistent with the rotating speed of the countershaft 06. The installation of the auxiliary shaft 16 is the same as that of the auxiliary shaft 06, two ends are installed on the gearbox shell through bearings, the two auxiliary shafts 06 and 16 are symmetrically arranged around the input shaft 19, but the installation included angle of the three shafts is not limited to 180 degrees, and can also be arranged in a V shape with the included angle smaller than 180 degrees, so that the distance in the width direction is shortened. As with the counter shaft 06, a counter shaft 16 is fixedly mounted thereon with a middle-row counter gear 14 and a rear-row counter gear 15 in addition to the front-row counter gear 13, and the rotation speeds of the front, middle, and rear counter gears 13, 14, 15 are identical to the rotation speed of the counter shaft 16. The middle row counter shaft gears 04 and 14 fixedly mounted on the two counter shafts are simultaneously meshed with a middle row intermediate gear 17 mounted on the output shaft 20, the rear row counter shaft gears 05 and 15 fixedly mounted on the two counter shafts are simultaneously meshed with a rear row intermediate gear 18 mounted on the output shaft 20, a third coupling tooth 09 is fixedly mounted on the middle row intermediate gear 17 and is mounted on the output shaft 20 through a bearing, and a fourth coupling tooth 10 is fixedly mounted on the rear row intermediate gear 18 and is mounted on the output shaft 20 through a bearing. The output shaft 20 is fixedly provided with a shifter 12 between the middle gear 17 of the middle row and the middle gear 18 of the rear row, an engaging sleeve C2 on the shifter 12 can move left and right along the axial direction of the shifter, when the engaging sleeve C2 moves left, the engaging sleeve C2 is engaged with a third engaging tooth 09 fixed on the middle gear 17 of the middle row, when the engaging sleeve C2 moves right, the engaging sleeve C2 is engaged with a fourth engaging tooth 10 fixed on the middle gear 18 of the rear row, and the power of the motor is transmitted to the middle gear 17 of the middle row through the shifter 11, so that the power transmission between the countershafts 06 and 16 and the output shaft 20 can be completed. The output shaft 20 is connected to a propeller shaft via a flange, and transmits power to a transaxle 21.
According to a further preferred embodiment of the present invention, the four speed powertrain has first to fourth speeds.
1, see fig. 1 and fig. 2:
the driving motor 01 is arranged at the middle position of the gear box, the power of the motor is transmitted to the gear shifter 11 through the input shaft 19, at the moment, the engaging sleeve C1 on the gear shifter 11 moves leftwards and is combined with the first engaging tooth 07 fixedly arranged on the front-row intermediate gear 02, the power is transmitted to the front-row intermediate gear 02 through the engaging sleeve C1, and is divided to two auxiliary shafts 06 and 16 which are arranged in parallel through the gears 03 and 13 which are simultaneously meshed with the auxiliary shafts, and the gears on the auxiliary shafts are fixedly arranged on the auxiliary shafts, so the auxiliary shafts can drive the gears on the auxiliary shafts to rotate at the same speed. The engaging sleeve C2 of the shifter 12 moves rightward to be engaged with the fourth engaging tooth 10 fixedly installed on the rear row intermediate gear 18, and since the rear row counter shaft gears 05 and 15 are simultaneously engaged with the rear row intermediate gear 18, the power of the two counter shafts 06 and 16 is transmitted to the output shaft 20 through the engaging sleeve C2, completing the transmission path of the power of the motor in the transmission case of 1 st gear.
See fig. 1 and 3 for 2:
the driving motor 01 is arranged at the middle position of the gear box, the power of the motor is transmitted to the gear shifter 11 through the input shaft 19, at the moment, a joint sleeve C1 on the gear shifter 11 moves rightwards and is combined with a second combination tooth 08 fixedly arranged on a middle gear 17 in the middle row, the power is transmitted to the middle gear 17 in the middle row through the joint sleeve C1, and the power is divided to two auxiliary shafts 06 and 16 which are arranged in parallel through gears 04 and 14 which are simultaneously meshed with the gears, and the gears on the auxiliary shafts are fixedly arranged on the auxiliary shafts, so the auxiliary shafts can drive the gears on the auxiliary shafts to rotate at the same speed. The engaging sleeve C2 on the shifter 12 moves rightward and engages with the fourth engaging tooth 10 fixedly mounted on the rear intermediate gear 18, and since the rear counter gears 05 and 15 are simultaneously engaged with the rear intermediate gear 18, the power on the two counter shafts 06 and 16 is transmitted to the output shaft 20 through the engaging sleeve C2, completing the transmission path of the power of the motor in the transmission case for 2 steps.
See fig. 1 and 4 for 3:
the driving motor 01 is arranged at the middle position of the gear box, the power of the motor is transmitted to the gear shifter 11 through the input shaft 19, at the moment, a joint sleeve C1 on the gear shifter 11 moves leftwards and is combined with a first combined tooth 07 fixedly arranged on a front-row intermediate gear 02, the power is transmitted to the front-row intermediate gear 02 through the joint sleeve C1, and the power is divided to two auxiliary shafts 06 and 16 which are arranged in parallel through gears 03 and 13 which are simultaneously meshed with the auxiliary shafts, and the gears on the auxiliary shafts are fixedly arranged on the auxiliary shafts, so the auxiliary shafts can drive the gears on the auxiliary shafts to rotate at the same speed. The engaging sleeve C2 of the shifter 12 is moved leftward to be engaged with the third engaging tooth 09 fixedly installed on the middle-row intermediate gear 17, and since the middle-row counter shaft gears 04 and 14 are simultaneously engaged with the middle-row intermediate gear 17, the power on the two counter shafts 06 and 16 is transmitted to the output shaft 20 through the engaging sleeve C2, completing the transmission path of the power of the motor in the transmission case for 3 steps.
See fig. 1 and 5 for 4:
the driving motor 01 is arranged at the middle position of the gearbox, the power of the motor is transmitted to the gear shifter 11 through the input shaft 19, at this time, the engaging sleeve C1 on the gear shifter 11 moves rightwards and is combined with the second combined tooth 08 fixedly arranged on the middle gear 17 of the middle row, the power is transmitted to the middle gear 17 of the middle row through the engaging sleeve C1, at the same time, the engaging sleeve C2 on the gear shifter 12 moves leftwards and is combined with the third combined tooth 09 fixedly arranged on the middle gear 17 of the middle row, therefore, the power on the middle gear 17 of the middle row is directly transmitted to the output shaft 20 through the engaging sleeve C2 on the gear shifter 12, the power transmission path of the motor in the gearbox for 4 gears is completed, the gears do not need to be transmitted through gear engagement, and are also called direct gears, the power of the direct gears is directly transmitted to the output shaft from the input shaft, and therefore, the efficiency is high.
The invention can obtain one or more of the following technical effects:
the four gears are realized by adopting three groups of dead axle gears and two groups of gear shifting mechanisms, wherein one gear is directly shifted and three speed reduction gears are adopted, so that the requirements of new energy automobiles, particularly heavy trucks, can be met;
the torque of the driving end of the motor can be improved, and the high-speed performance of the motor can be exerted;
four-gear speed change is realized through three groups of gears, so that the length is greatly reduced, the system structure is simplified, and the system is easy to realize light weight;
each group of gears is provided with two counter shaft gears which are meshed with the intermediate gear at the same time, and in the field of heavy trucks, the motor has large torque, so that the size of a single gear can be reduced, and the bearing capacity of the gearbox is improved;
when the two countershaft gears and the intermediate gear are arranged at 180 degrees, the radial forces of the two countershaft gears on the intermediate gear are equal and opposite, and can be completely offset theoretically, so that the bearings on the intermediate shaft and the service life of the bearings are very favorable.
It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (10)

1. A four-speed powertrain system, comprising:
a motor;
an input shaft driven by the motor;
a drive axle;
one end of the output shaft is in butt joint with the input shaft in a relatively rotating way, and the other end of the output shaft is connected with the drive axle;
the front-row intermediate gear can be sleeved on the input shaft in a relatively rotating manner;
the middle gear and the rear middle gear are sleeved on the output shaft in a relatively rotating manner;
a first shifter switchable between a first position in which power from the input shaft is transmitted to the front-row intermediate gear and a second position in which power from the input shaft is transmitted to the middle-row intermediate gear;
a second shifter switchable between a third position in which power from the middle gear is transmitted to the output shaft and a fourth position in which power from the rear intermediate gear is transmitted to the output shaft;
the first countershaft is fixedly connected with a first front-row countershaft gear, a first middle-row countershaft gear and a first rear-row countershaft gear; and
the second countershaft is fixedly connected with a second front-row countershaft gear, a second middle-row countershaft gear and a second rear-row countershaft gear;
the first front-row counter shaft gear and the second front-row counter shaft gear are meshed with the front-row intermediate gear; the first middle-row counter gear and the second middle-row counter gear are meshed with the middle-row intermediate gear; the first rear row counter shaft gear and the second rear row counter shaft gear are meshed with the rear row intermediate gear.
2. The four-speed powertrain system of claim 1, wherein the input shaft is coaxially disposed with the output shaft, and the first and second countershafts are disposed parallel to the input shaft.
3. The four-speed powertrain system of claim 2, wherein the first countershaft is coupled at each end to the transmission housing by a bearing and the second countershaft is coupled at each end to the transmission housing by a bearing.
4. The four-speed powertrain system of any of claims 1-3, wherein the first and second countershafts are symmetrically arranged about the input shaft.
5. The four-speed powertrain system of any of claims 1-3, wherein the first countershaft and the second countershaft are coplanar or "V" shaped with the input shaft.
6. The four-speed powertrain system of claim 4, wherein the first gear is established when the first gear shifter is in the first position and the second gear shifter is in the fourth position, and wherein power from the electric machine is transmitted to the drive axle via the input shaft, the front intermediate gear, the first and second countershafts, the rear intermediate gear, and the output shaft.
7. The four speed powertrain system of claim 6, wherein the first shifter is in the second position and the second shifter is in the fourth position forming the second speed, and wherein the power from the electric motor is transmitted sequentially through the input shaft, the middle row intermediate gear, the first and second countershafts, the rear row intermediate gear, the output shaft to the transaxle.
8. The four speed powertrain system of claim 7, wherein the first shifter is in a first position and the second shifter is in a third position forming a third speed, and wherein power from the electric machine is transmitted sequentially through the input shaft, the front intermediate gear, the first and second countershafts, the middle intermediate gear, and the output shaft to the transaxle.
9. The four-speed powertrain system of claim 8, wherein the first gear shifter is located at the second position and the second gear shifter is located at the third position to form the fourth speed, and wherein power of the electric motor is transmitted to the transaxle via the input shaft, the middle row intermediate gear, and the output shaft in this order.
10. The four-speed powertrain system of claim 4, wherein the first and second front row counter gears have the same gear ratio K1 relative to the front row intermediate gears; the first and second intermediate-row counter gears have the same gear ratio K2 with respect to the intermediate-row counter gears; the first and second rear row counter gears have the same gear ratio K3 with respect to the rear row intermediate gears.
CN202210922341.9A 2022-08-02 2022-08-02 Four-gear power assembly system Pending CN115507167A (en)

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CN202210922341.9A CN115507167A (en) 2022-08-02 2022-08-02 Four-gear power assembly system

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Application Number Priority Date Filing Date Title
CN202210922341.9A CN115507167A (en) 2022-08-02 2022-08-02 Four-gear power assembly system

Publications (1)

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CN115507167A true CN115507167A (en) 2022-12-23

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Family Applications (1)

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