CN115507167A - Four-gear power assembly system - Google Patents

Abstract

A four-speed powertrain system is provided, including: a motor; an input shaft; a drive axle; an output shaft; a front intermediate gear; a middle intermediate gear and a rear intermediate gear; a first shifter; a second shifter ; the first countershaft; and the second countershaft; wherein the first front countershaft gear and the second front countershaft gear mesh with the front intermediate gear; the first middle countershaft gear and the second middle countershaft The gears mesh with the middle intermediate gear; the 1st rear countershaft gear and the 2nd rear countershaft gear mesh with the rear intermediate gear. The four-speed powertrain is realized through three sets of gears, which greatly reduces the length, simplifies the system structure, and is easy to achieve light weight.

Description

Four-speed powertrain system

technical field

The invention relates to the field of new energy automobile parts, in particular to a four-speed power assembly system.

Background technique

The development of the new energy industry With the increasing consumption of non-renewable resources (petroleum), people pay more and more attention to the sustainable development of the automobile industry. my country has not only proposed the goal of carbon neutrality and carbon peaking, but even proposed a ban on the sale of fuel vehicles. time frame. There are 8 to 12 common gears in the gearbox matched with the engine on heavy trucks. In order to increase smoothness and reduce fuel consumption, some gearboxes have even more gears. However, the existing gearboxes are large in size, complex in structure and heavy in weight, which cannot meet the needs of new energy vehicles.

Therefore, it is necessary to study a four-speed powertrain system to solve one or more technical problems mentioned above.

Contents of the invention

In order to solve at least one of the above technical problems, according to one aspect of the present invention, a four-speed powertrain system is provided, which is characterized in that it includes:

motor;

an input shaft driven by said motor;

Drive axle;

an output shaft, one end of which is relatively rotatably docked with the input shaft, and the other end is connected with the driving axle;

The front intermediate gear is relatively rotatably sleeved on the input shaft;

The intermediate gear in the middle row and the intermediate gear in the rear row are relatively rotatably sleeved on the output shaft;

The first shifter can be switched between the first position and the second position. When the first shifter is in the first position, the power from the input shaft is transmitted to the front intermediate gear, and when it is in the second position, the power from the input The power of the shaft is transmitted to the intermediate gear in the middle row;

The second shifter can be switched between the third position and the fourth position. When the second shifter is in the third position, the power from the intermediate gear in the middle row is transmitted to the output shaft, and when it is in the fourth position, the power from the rear The power of the row of intermediate gears is transmitted to the output shaft;

a first countershaft to which are fixedly connected the first front countershaft gear, the first middle countershaft gear and the first rear countershaft gear; and

The second countershaft is fixedly connected with the second front countershaft gear, the second middle countershaft gear and the second rear countershaft gear;

Among them, the first front row countershaft gear and the second front row countershaft gear mesh with the front row intermediate gear; the first middle row countershaft gear and the second middle row countershaft gear mesh with the middle row intermediate gear; the first rear row The countershaft gear and the second rear countershaft gear mesh with the rear intermediate gear.

According to still another aspect of the present invention, the input shaft and the output shaft are arranged coaxially, and the first auxiliary shaft and the second auxiliary shaft are arranged parallel to the input shaft.

According to yet another aspect of the present invention, both ends of the first countershaft are connected to the gearbox case through bearings, and both ends of the second countershaft are connected to the gearbox case through bearings.

According to yet another aspect of the present invention, the first layshaft and the second layshaft are arranged symmetrically with respect to the input shaft.

According to yet another aspect of the present invention, the first layshaft and the second layshaft are coplanar with the input shaft or arranged in a "V" shape.

According to yet another aspect of the present invention, when the first shifter is at the first position and the second shifter is at the fourth position, the first gear is formed, and the power of the motor sequentially passes through the input shaft, the front intermediate gear, the first countershaft and Second countershaft, rear intermediate gear, output shaft to transaxle.

According to yet another aspect of the present invention, when the first shifter is in the second position and the second shifter is in the fourth position, the second gear is formed, and the power of the motor passes through the input shaft, the intermediate gear in the middle row, the first countershaft and Second countershaft, rear intermediate gear, output shaft to transaxle.

According to yet another aspect of the present invention, when the first shifter is at the first position and the second shifter is at the third position, the third gear is formed, and the power of the electric motor passes through the input shaft, the front intermediate gear, the first countershaft and Second countershaft, middle row intermediate gear, output shaft to transaxle.

According to yet another aspect of the present invention, when the first shifter is in the second position and the second shifter is in the third position, the fourth gear is formed, and the power of the motor is sent to the drive axle through the input shaft, the intermediate gear in the middle row, and the output shaft in sequence. .

According to still another aspect of the present invention, the first front countershaft gear and the second front countershaft gear have the same gear ratio K1 with respect to the front intermediate gear; the first middle countershaft gear and the second middle countershaft gear have the same gear ratio K2 with respect to the middle row of intermediate gears; the first and second rear row countershaft gears have the same gear ratio K3 with respect to the rear row of intermediate gears.

The present invention can obtain the following one or more technical effects:

Three sets of fixed shaft gears and two sets of shifting mechanisms are used to realize four gears, one of which is a direct gear and three deceleration gears, which can meet the needs of new energy vehicles, especially heavy trucks;

It can not only increase the torque of the driving end of the motor, but also give full play to the high-speed performance of the motor;

The four-speed transmission is realized through three sets of gears, which greatly reduces the length, simplifies the system structure, and is easy to achieve light weight of the system;

Each set of gears has two countershaft gears meshing with the intermediate gear at the same time. In the field of heavy trucks, due to the large torque of the motor, this can reduce the size of a single gear and increase the load capacity of the gearbox;

When the two countershaft gears and the intermediate gear are arranged at 180 degrees, the radial force of the two countershaft gears on the intermediate gear is equal and reversed, which can be completely offset in theory. and its service life are very favorable.

Description of drawings

The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

FIG. 1 is a schematic structural diagram of a four-speed powertrain system according to a preferred embodiment of the present invention.

FIG. 2 is a schematic diagram of power transmission of the first gear of the four-speed powertrain system of FIG. 1 .

FIG. 3 is a schematic diagram of second gear power transmission of the four gear powertrain system in FIG. 1 .

FIG. 4 is a schematic diagram of third gear power transmission of the four gear powertrain system in FIG. 1 .

FIG. 5 is a schematic diagram of fourth gear power transmission of the four gear powertrain system in FIG. 1 .

detailed description

Below in conjunction with accompanying drawing, describe the best implementation mode of the present invention through preferred embodiment, the specific implementation mode here is to illustrate the present invention in detail, and should not be interpreted as the limitation of the present invention, without departing from the spirit and essence of the present invention Various changes and modifications can be made within the scope of the present invention, and these should be included in the protection scope of the present invention.

Example 1

According to a preferred embodiment of the present invention, referring to Fig. 1-5, a four-speed powertrain system is provided, which includes:

Motor 01;

The input shaft 19 is driven by the motor 01;

drive axle 21;

The output shaft 20 is relatively rotatably docked with the input shaft 19 at one end, and connected with the drive axle 21 at the other end;

The front intermediate gear 02 is relatively rotatably sleeved on the input shaft 19;

The intermediate gear 17 in the middle row and the intermediate gear 18 in the rear row are sleeved on the output shaft 20 so as to be relatively rotatable;

The first shifter 11 can be switched between the first position and the second position. When the first shifter 11 is in the first position, it transmits the power from the input shaft 19 to the front intermediate gear 02, and is in the second position. When the power from the input shaft 19 is transmitted to the intermediate gear 17 in the middle row;

The second shifter 12 can be switched between the third position and the fourth position. When the second shifter 12 is in the third position, the power from the intermediate gear 17 in the middle row is transmitted to the output shaft 20, and it is in the fourth position. At the same time, the power from the rear intermediate gear 18 is transmitted to the output shaft 20;

The first countershaft 06 is fixedly connected with the first front countershaft gear 03, the first middle countershaft gear 04 and the first rear countershaft gear 05; and

The second countershaft 16 is fixedly connected with the second front row countershaft gear 13, the second middle row countershaft gear 14 and the second rear row countershaft gear 15;

Among them, the first front row countershaft gear 03 and the second front row countershaft gear 13 mesh with the front row intermediate gear 02; the first middle row countershaft gear 04 and the second middle row countershaft gear 14 mesh with the middle row intermediate gear 17 ; the first rear countershaft gear 05 and the second rear countershaft gear 15 mesh with the rear intermediate gear 18 .

According to yet another preferred embodiment of the present invention, the input shaft 19 is arranged coaxially with the output shaft 20 , and the first auxiliary shaft 06 and the second auxiliary shaft 16 are arranged parallel to the input shaft 19 .

According to yet another preferred embodiment of the present invention, both ends of the first auxiliary shaft 06 are connected to the gearbox casing through bearings, and both ends of the second auxiliary shaft 16 are connected to the gearbox casing through bearings.

According to yet another preferred embodiment of the present invention, the first layshaft 06 and the second layshaft 16 are arranged symmetrically with respect to the input shaft 19 .

According to yet another preferred embodiment of the present invention, the first layshaft 06 and the second layshaft 16 are coplanar with the input shaft 19 or arranged in a "V" shape.

According to yet another preferred embodiment of the present invention, the first gear is formed when the first shifter 11 is in the first position and the second shifter 12 is in the fourth position, and the power of the motor 01 passes through the input shaft 19, the front intermediate gear, 02, the first countershaft 06 and the second countershaft 16, the rear intermediate gear 18, the output shaft 20 to the transaxle 21.

According to yet another preferred embodiment of the present invention, when the first shifter 11 is in the second position and the second shifter 12 is in the fourth position, the second gear is formed, and the power of the motor 01 passes through the input shaft 19, the intermediate gear in the middle row in sequence 17. First countershaft 06 and second countershaft 16, rear intermediate gear 18, output shaft 20 to drive axle 21.

According to yet another preferred embodiment of the present invention, when the first shifter 11 is at the first position and the second shifter 12 is at the third position, the third gear is formed, and the power of the motor 01 passes through the input shaft 19, the front intermediate gear, and 02, the first countershaft 06 and the second countershaft 16, the middle row of intermediate gears 17, the output shaft 20 to the drive axle 21.

According to yet another preferred embodiment of the present invention, when the first shifter is in the second position and the second shifter 12 is in the third position, the fourth gear is formed, and the power of the motor 01 passes through the input shaft 19 and the middle row of intermediate gears 17 in sequence. , Output shaft 20 to drive axle 21.

According to yet another preferred embodiment of the present invention, the first front row countershaft gear 03 and the second front row countershaft gear 13 have the same gear ratio K1 relative to the front row intermediate gear 02; the first middle row countershaft gear 04 and the second row countershaft gear The second middle row countershaft gear 14 has the same gear ratio K2 relative to the middle row intermediate gear 17; the first rear row countershaft gear 05 and the second rear row countershaft gear 15 have the same gear ratio relative to the rear row intermediate gear 18 K3.

According to another preferred embodiment of the present invention, a four-speed powertrain system is also provided, which is characterized in that: the motor 01 is connected to the input shaft 19 through a spline, and the power of the motor is transmitted to the gearbox through the input shaft 19, and the input shaft One end of 19 is installed on the box body, and the other end is connected to the output shaft 20 through a bearing. Since the two are connected through a bearing, the power of the input shaft 19 cannot be directly transmitted to the output shaft 20. The input shaft 19 is respectively equipped with front A row of intermediate gears 02 and a shifter 11, wherein the front row of intermediate gears 02 is connected with the input shaft through a bearing, and the shifter 11 is fixedly installed on the input shaft. The adapter sleeve C1 on the shifter 11 can move left and right along the shifter axis. When the adapter sleeve C1 moves to the left, it will combine with the first engagement tooth 07 fixed on the front intermediate gear, and the power of the motor will pass through the shifter. The stopper 11 is transmitted to the front row intermediate gear 02, and when the adapter sleeve C1 moves to the right, it will combine with the second coupling tooth 08 fixed on the middle row intermediate gear, and the power of the motor will be transmitted to the middle row through the shifter 11 gear 17. The front row intermediate gear 02 meshes with the front row countershaft gears 03 and 13 fixedly installed on the two countershafts 06 and 16 at the same time, so that the force on the front row intermediate gear 02 is divided to the two countershafts 06 and 16, Can greatly reduce the force of a single pair of meshing gears. The two ends of the countershaft 06 are installed on the transmission case through bearings, on which, in addition to the front countershaft gear 03, the middle countershaft gear 04 and the rear countershaft gear 05 are fixedly installed on it. , The rotational speed of the countershaft gears 03, 04, 05 in the rear row is consistent with the rotational speed of the countershaft 06. The installation of the auxiliary shaft 16 is the same as that of the auxiliary shaft 06. Both ends are installed on the gearbox housing through bearings. The two auxiliary shafts 06 and 16 are symmetrically arranged around the input shaft 19, but the installation angle of the three shafts is not limited to 180 degrees. Arrangement can also be less than 180 degrees in V-shaped arrangement to shorten the distance in the width direction. Same as the countershaft 06, besides the front row countershaft gear 13 is fixedly installed on the countershaft 16, the middle row countershaft gear 14 and the rear row countershaft gear 15 are also fixedly installed, and the front, middle and rear row countershaft gears 13 The rotating speed of , 14, 15 is consistent with the rotating speed of countershaft 16. The above-mentioned middle row countershaft gears 04 and 14 fixedly installed on the two countershafts mesh with the middle row intermediate gear 17 installed on the output shaft 20 at the same time, and the above-mentioned rear row countershaft gears 05 and 15 fixedly installed on the two countershafts At the same time, it is engaged with the rear intermediate gear 18 installed on the output shaft 20, the middle row intermediate gear 17 is fixedly installed with the third combined tooth 09 and is installed on the output shaft 20 through the bearing, and the rear row intermediate gear 18 is fixedly installed with the third coupling tooth 09. Four combined teeth 10 are installed on the output shaft 20 through bearings. Between the intermediate gear 17 in the middle row and the intermediate gear 18 in the rear row, a shifter 12 is also fixedly installed on the output shaft 20, and the adapter sleeve C2 on the shifter 12 can move left and right along the axial direction of the shifter. When the adapter sleeve C2 When it moves to the left, it will combine with the third coupling tooth 09 fixed on the intermediate gear 17 in the middle row. When the sleeve C2 moves to the right, it will combine with the fourth coupling tooth 10 fixed on the rear intermediate gear 18. The power will be transmitted to the middle row intermediate gear 17 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 the transmission shaft through a flange, and transmits power to the drive axle 21 .

According to a further preferred embodiment of the invention, the four-speed drive train has first to fourth gears.

Block 1 see Figure 1 and Figure 2:

The driving motor 01 is arranged in the middle of the gearbox, and the motor power is transmitted to the shifter 11 through the input shaft 19. At this time, the coupling sleeve C1 on the shifter 11 moves to the left, and is fixedly installed on the front intermediate gear 02 The first coupling tooth 07 on the top is combined, and the power is transmitted to the front intermediate gear 02 through the coupling sleeve C1, and the power is split to the two parallel auxiliary shafts 06 and 16 through the gears 03 and 13 meshing with it at the same time. The gears on the shaft are all fixedly mounted on it, so the secondary shaft will drive the gears on it to rotate at the same speed. The coupling sleeve C2 on the shifter 12 moves to the right and combines with the fourth coupling tooth 10 fixedly installed on the rear intermediate gear 18. Since the rear countershaft gears 05 and 15 mesh with the rear intermediate gear 18 at the same time, The power on the two auxiliary shafts 06 and 16 will be transmitted to the output shaft 20 through the coupling sleeve C2, completing the transmission path of the power of the motor in the first gear in the gearbox.

2 blocks see Figure 1 and Figure 3:

The drive motor 01 is arranged in the middle of the gearbox, and the motor power is transmitted to the shifter 11 through the input shaft 19. At this time, the coupling sleeve C1 on the shifter 11 moves to the right, and is fixedly installed on the middle row of intermediate gears 17 The second coupling tooth 08 on the top is combined, the power is transmitted to the middle row intermediate gear 17 through the coupling sleeve C1, and the power is split to the two parallel auxiliary shafts 06 and 16 through the gears 04 and 14 meshing with it at the same time. The gears on the shaft are all fixedly mounted on it, so the secondary shaft will drive the gears on it to rotate at the same speed. The coupling sleeve C2 on the shifter 12 moves to the right and combines with the fourth coupling tooth 10 fixedly installed on the rear intermediate gear 18. Since the rear countershaft gears 05 and 15 mesh with the rear intermediate gear 18 at the same time, The power on the two auxiliary shafts 06 and 16 will be transmitted to the output shaft 20 through the coupling sleeve C2, completing the transmission path of the power of the motor in the second gear in the gearbox.

3 blocks see Figure 1 and Figure 4:

The driving motor 01 is arranged in the middle of the gearbox, and the motor power is transmitted to the shifter 11 through the input shaft 19. At this time, the coupling sleeve C1 on the shifter 11 moves to the left, and is fixedly installed on the front intermediate gear 02 The first coupling tooth 07 on the top is combined, and the power is transmitted to the front intermediate gear 02 through the coupling sleeve C1, and the power is split to the two parallel auxiliary shafts 06 and 16 through the gears 03 and 13 meshing with it at the same time. The gears on the shaft are all fixedly mounted on it, so the secondary shaft will drive the gears on it to rotate at the same speed. The coupling sleeve C2 on the shifter 12 moves to the left and combines with the third coupling tooth 09 fixedly installed on the middle row intermediate gear 17. Since the middle row countershaft gears 04 and 14 mesh with the middle row intermediate gear 17 at the same time, therefore The power on the two auxiliary shafts 06 and 16 will be transmitted to the output shaft 20 through the coupling sleeve C2, completing the transmission path of the power of the motor in the third gear in the gearbox.

4 blocks see Figure 1 and Figure 5:

The drive motor 01 is arranged in the middle of the gearbox, and the motor power is transmitted to the shifter 11 through the input shaft 19. At this time, the coupling sleeve C1 on the shifter 11 moves to the right, and is fixedly installed on the middle row of intermediate gears 17 The second coupling tooth 08 on the top is combined, and the power is transmitted to the middle row intermediate gear 17 through the coupling sleeve C1. Combining teeth 09 are combined, so the power on the middle row intermediate gear 17 is directly transmitted to the output shaft 20 through the coupling sleeve C2 on the shifter 12, completing the transmission path of the power of the motor in the 4th gear in the gearbox. This gear does not need Transmission through gear meshing, also called direct transmission, the power of direct transmission is directly transmitted from the input shaft to the output shaft, so the efficiency is high.

The present invention can obtain the following one or more technical effects:

Three sets of fixed shaft gears and two sets of shifting mechanisms are used to realize four gears, one of which is a direct gear and three deceleration gears, which can meet the needs of new energy vehicles, especially heavy trucks;

It can not only increase the torque of the driving end of the motor, but also give full play to the high-speed performance of the motor;

The four-speed transmission is realized through three sets of gears, which greatly reduces the length, simplifies the system structure, and is easy to achieve light weight of the system;

Each set of gears has two countershaft gears meshing with the intermediate gear at the same time. In the field of heavy trucks, due to the large torque of the motor, this can reduce the size of a single gear and increase the load capacity of the gearbox;

When the two countershaft gears and the intermediate gear are arranged at 180 degrees, the radial force of the two countershaft gears on the intermediate gear is equal and reversed, which can be completely offset in theory. and its service life are very favorable.

Those skilled in the industry should understand that the present invention is not limited by the above-mentioned embodiments, and what described in the above-mentioned embodiments and the description only illustrates the principles of the present invention, and the present invention will also have other functions without departing from the spirit and scope of the present invention. Variations and improvements all fall within the scope of the claimed invention. The scope of the claimed invention is defined by the appended claims and their equivalents.

Claims (10)

1. A four-speed powertrain system, characterized in that it comprises: motor; an input shaft driven by said motor; Drive axle; an output shaft, one end of which is relatively rotatably docked with the input shaft, and the other end is connected with the driving axle; The front intermediate gear is relatively rotatably sleeved on the input shaft; The intermediate gear in the middle row and the intermediate gear in the rear row are relatively rotatably sleeved on the output shaft; The first shifter can be switched between the first position and the second position. When the first shifter is in the first position, the power from the input shaft is transmitted to the front intermediate gear, and when it is in the second position, the power from the input The power of the shaft is transmitted to the intermediate gear in the middle row; The second shifter can be switched between the third position and the fourth position. When the second shifter is in the third position, the power from the intermediate gear in the middle row is transmitted to the output shaft, and when it is in the fourth position, the power from the rear The power of the row of intermediate gears is transmitted to the output shaft; a first countershaft to which are fixedly connected the first front countershaft gear, the first middle countershaft gear and the first rear countershaft gear; and The second countershaft is fixedly connected with the second front countershaft gear, the second middle countershaft gear and the second rear countershaft gear; Among them, the first front row countershaft gear and the second front row countershaft gear mesh with the front row intermediate gear; the first middle row countershaft gear and the second middle row countershaft gear mesh with the middle row intermediate gear; the first rear row The countershaft gear and the second rear countershaft gear mesh with the rear intermediate gear. 2. The four-speed powertrain system according to claim 1, wherein the input shaft and the output shaft are arranged coaxially, and the first layshaft and the second layshaft are arranged parallel to the input shaft. 3. The four-speed powertrain system according to claim 2, characterized in that both ends of the first countershaft are connected to the gearbox housing through bearings, and both ends of the second countershaft are connected to the gearbox through bearings case. 4. The four-speed powertrain system according to any one of claims 1-3, characterized in that the first layshaft and the second layshaft are arranged symmetrically with respect to the input shaft. 5. The four-speed powertrain system according to any one of claims 1-3, characterized in that the first layshaft and the second layshaft are coplanar with the input shaft or arranged in a "V" shape. 6. The four-speed powertrain system according to claim 4, wherein the first gear is formed when the first shifter is at the first position and the second shifter is at the fourth position, and the power of the electric motor is sequentially input through shaft, front intermediate gear, first and second countershafts, rear intermediate gear, output shaft to transaxle. 7. The four-speed powertrain system according to claim 6, wherein the second gear is formed when the first shifter is in the second position and the second shifter is in the fourth position, and the power of the motor is sequentially input through the Shaft, middle row intermediate gear, first and second layshafts, rear row intermediate gear, output shaft to transaxle. 8. The four-speed powertrain system according to claim 7, wherein the third gear is formed when the first shifter is at the first position and the second shifter is at the third position, and the power of the motor is sequentially input through shaft, front intermediate gear, first and second countershafts, middle intermediate gear, output shaft to transaxle. 9. The four-speed powertrain system according to claim 8, wherein the fourth gear is formed when the first shifter is in the second position and the second shifter is in the third position, and the power of the motor is sequentially input through the Shaft, middle row intermediate gear, output shaft to drive axle. 10. The four-speed powertrain system according to claim 4, characterized in that the first front row countershaft gear and the second front row countershaft gear have the same gear ratio K1 relative to the front row intermediate gear; The first countershaft gear and the second middle countershaft gear have the same gear ratio K2 relative to the middle middle gear; the first rear countershaft gear and the second rear countershaft gear have the same teeth relative to the rear intermediate gear than K3.

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