CN203637569U - Electric transmission device of all-terrain vehicle - Google Patents

Abstract

The utility model discloses an electric transmission device of an all-terrain vehicle. Two power speed reduction assemblies are arranged, a driving motor output shaft in each power speed reduction assembly is coaxially connected with an input shaft of a reduction gearbox assembly, and both the front side and the rear side of an output shaft of the reduction gearbox assembly are output ends. Driving motors in the two power speed reduction assemblies are controlled by a driving motor controller. Each power speed reduction assembly is provided with three commutators in a matched mode, and the three commutators on each side are arranged side by side front and back and are sequentially the first commutator, the second commutator and the third commutator from front to back. According to the electric transmission device, the two driving motors are controlled through the same driving motor controller, speed change and differential reversing can be achieved, the steering function and the speed change function of the whole vehicle are integrated, and thus a differential device and a reversing device in a traditional transmission device are removed.

Description

All Terrain Vehicle Electric Transmission

technical field

The utility model belongs to the field of all-terrain vehicles, and in particular relates to an electric transmission device of an all-terrain vehicle. the

Background technique

At present, a known all-terrain vehicle transmission is a power output. After the transmission, the power is distributed to the left and right wheels through the front and rear axle differentials, and it needs to be equipped with a separate steering mechanism. This device is only suitable for 4×4 and 6×4 vehicles, while the more passable 6×6 and 8×8 vehicles adopt this structure with poor steering performance. the

Another all-terrain vehicle transmission is the hydraulic differential steering transmission used by tracked vehicles. It is also a power output. After passing through the transmission, the power is distributed to the wheels on both sides through the planetary differential. The power distribution is controlled by the hydraulic system. implement. This device not only requires high machining accuracy for the planetary differential, but also requires high pressure for the hydraulic system, which not only leads to complex structure, high manufacturing cost, but also inconvenient maintenance in the later stage. the

Utility model content

The utility model provides an all-terrain vehicle electric transmission device which integrates the steering and speed change functions of the whole vehicle, and aims to simplify the structure and facilitate manufacture. the

The technical scheme of the utility model is as follows: an all-terrain vehicle electric transmission device, which is characterized in that it includes a power deceleration combination and a transmission shaft (6), wherein the number of the power deceleration combination is two, and the two power deceleration combinations form a Arranged from left to right; each power reduction combination is composed of a driving motor (1), a support (2) and a reduction box assembly (3), wherein the output shaft of the driving motor (1) and the reduction box The input shaft (3a) of the assembly (3) is connected coaxially, the front and rear sides of the output shaft (3b) of the gearbox assembly are both output ends, and the drive motor (1) and the gearbox assembly (3) pass through the middle The supports (2) are connected as a whole; the drive motors (1) in the two power reduction combinations are controlled by the same drive motor controller (4);

Each of the power reduction combinations is equipped with three commutators (5), the commutator has an input shaft and two output shafts, the input shaft and one of the output shafts are separately arranged on the commutator (5) On the front and rear sides, another output shaft is located at the end of the commutator (5); the three commutators (5) on each side are arranged side by side, and the order from front to back is the first, second and third commutator (5), and the three commutators (5) on the left and right sides are symmetrically arranged; the power reduction combination on the left is arranged between the second and third commutators (5) on the corresponding side, the The front and rear sides of the output shaft (3b) of the reduction box assembly (3) in the power reduction combination are connected coaxially with the input shaft of the corresponding commutator (5) through one of the transmission shafts (6), and the second commutator The output shaft on the front side of the commutator (5) is also coaxially connected with the input shaft of the first commutator (5) on the left through a transmission shaft (6); Between one and two commutators (5), the front and rear sides of the output shaft (3b) of the reduction box assembly (3) in the power reduction combination respectively pass through a transmission shaft (6) and the corresponding commutator (5) The input shaft of the second commutator (5) is coaxially connected, and the output shaft on the rear side of the second commutator (5) is also coaxially connected with the input shaft of the third commutator (5) on the right through a transmission shaft (6). the

When the transmission device is installed on a vehicle, the commutators (5) on the left and right sides are arranged symmetrically with respect to the vehicle axis, and the output shafts on the ends of the three commutators (5) on the left and right sides are equipped with wheels. At the same time, the two power reduction combinations are arranged rotationally symmetrically with respect to the center of the vehicle, and the central axes of the two drive motors (1) are arranged parallel to the vehicle axis. the

By adopting the above technical scheme, the device controls two drive motors (1) through the same drive motor controller (4), so as to realize speed change and differential reversing, thereby integrating the vehicle steering and speed change functions together, thus The differential device and reversing device in the traditional transmission device are removed, so as to achieve the purpose of simplifying the structure, thereby facilitating manufacturing, reducing manufacturing difficulty and cost, and facilitating later use and maintenance. the

Preferably, the gearbox assembly (3) includes an input shaft (3a) and an output gear (3m), wherein the input shaft (3a), the output shaft (3b), the first intermediate shaft (3c) and the second intermediate shaft (3d) are arranged in parallel and are respectively supported on the casing (3e) by bearings, while the front and rear sides of the output shaft (3b) extend out of the casing (3e), and one of the first intermediate shafts (3c) The side extends out of the box (3e);

The input shaft gear (3f) on the input shaft (3a) is in constant mesh with the first intermediate gear (3g) on the first intermediate shaft (3c), and the first intermediate shaft gear on the first intermediate shaft ( 3h) is in constant mesh with the second intermediate gear (3k) on the second intermediate shaft (3d), and the second intermediate shaft gear (3l) on the second intermediate shaft (3d) is in constant mesh with the output gear ( 3m) is constantly meshed, and the output gear is fixedly sleeved on the output shaft (3b). the

With the above structure, the gear box assembly (3) can not only achieve deceleration, but also has a compact structure, small volume, and is easy to manufacture and assemble. the

In this case, the first and three commutators (5) on the same side are arranged symmetrically with respect to the second commutator (5) in the middle. the

Beneficial effects: the device controls two drive motors (1) through the same drive motor controller (4), so as to realize speed change and differential reversing, thereby integrating the steering and speed change functions of the whole vehicle, thus eliminating the need for The differential device and reversing device in the traditional transmission device are eliminated, so as to achieve the purpose of simplifying the structure, thereby facilitating manufacturing, reducing manufacturing difficulty and cost, and facilitating later use and maintenance. the

Description of drawings

Fig. 1 is the structural representation of the utility model. the

Fig. 2 is a schematic diagram of the power reduction combination of the present invention. the

Detailed ways

Below in conjunction with accompanying drawing and embodiment the utility model is further described:

As shown in Figures 1 and 2, an all-terrain vehicle electric transmission device is mainly composed of a power reduction combination, a drive motor controller 4, a commutator 5 and a transmission shaft 6. Wherein, the number of the power deceleration combinations is two, and the two power deceleration combinations are arranged one on the left and one on the right. Each of the power reduction combinations is composed of a drive motor 1, a support 2 and a reduction box assembly 3, wherein the output shaft of the drive motor 1 is coaxially connected with the input shaft 3a of the reduction box assembly 3, and the reduction box The front and rear sides of the output shaft 3b of the assembly 3 are output ends. Moreover, the drive motor 1 and the reduction box assembly 3 are connected as a whole through the support 2, and the support 2 is located in the middle of the drive motor 1 and the reduction box assembly 3, and the overall installation can be realized by adopting the above structure, thus avoiding The installation of the motor 1 and the reduction box 3 on the vehicle frame is complicated and difficult, and at the same time, the risk of failure of the input shaft of the reduction box 3 due to fracture is reduced. In addition, the drive motors 1 in the two power reduction combinations are controlled by the same drive motor controller 4, so that the speed of the two drive motors 1 can be controlled by the drive motor controller 4, thereby realizing speed change and commutation. the

The reduction box assembly 3 includes an input shaft 3a and an output gear 3m, wherein the input shaft 3a, the output shaft 3b, the first intermediate shaft 3c and the second intermediate shaft 3d are arranged in parallel, and are respectively supported on the casing 3e by bearings, The front and rear sides of the output shaft 3b extend out of the box body 3e, and one side of the first intermediate shaft 3c extends out of the box body 3e. the

The input shaft gear 3f on the input shaft 3a is in constant mesh with the first intermediate gear 3g, the first intermediate gear 3g is fixedly sleeved on the first intermediate shaft 3c, and the first intermediate shaft gear 3h on the first intermediate shaft 3c It is in constant mesh with the second intermediate gear 3k. The second intermediate gear 3k is fixedly sleeved on the second intermediate shaft 3d, the second intermediate shaft gear 3l on the second intermediate shaft 3d is in constant mesh with the output gear 3m, and the output gear is fixedly sleeved on the output shaft 3b superior. the

As shown in Figures 1 and 2, each of the power reduction combinations is equipped with three mature commutators 5, the commutator 5 has an input shaft and two output shafts, and the input shaft and one of the output shafts It is respectively arranged on the front side and the rear side of the commutator 5, and another output shaft is arranged on the end of the commutator 5, and the output shaft at the end is a spline shaft. The three commutators 5 on each side are arranged side by side, the first, the second and the third commutator 5 from front to back, and the first and third commutators 5 on the same side are about the middle one. The second commutator 5 is arranged symmetrically. Meanwhile, the three commutators 5 on the left and the three commutators 5 on the right are arranged symmetrically with respect to the axis of the vehicle. the

The power deceleration combination on the left is arranged between the second commutator 5 and the third commutator 5 on the corresponding side. In this power deceleration combination, the rear side of the output shaft 3b of the reduction box assembly 3 passes through a transmission shaft 6 is coaxially connected with the input shaft of the third commutator 5, and the front side of the output shaft 3b of the reduction box assembly 3 is also coaxially connected with the input shaft of the second commutator 5 by a transmission shaft 6. Moreover, the output shaft at the front side of the second commutator 5 is coaxially connected with the input shaft of the first commutator 5 on the left through a transmission shaft 6 . the

The power deceleration combination on the right is arranged between the first commutator 5 and the second commutator 5 on the corresponding side. In the power deceleration combination, the output shaft 3b front side of the reduction box assembly 3 passes through a transmission The shaft 6 is coaxially connected with the input shaft of the first commutator 5 , and the rear side of the output shaft 3 b of the reduction box assembly 3 is coaxially connected with the input shaft of the second commutator 5 through a transmission shaft 6 . Moreover, the output shaft at the rear side of the second commutator 5 is coaxially connected with the input shaft of the third commutator 5 on the right through a transmission shaft 6 . the

It should be pointed out that the transmission device described in this embodiment is suitable for 6×6 all-terrain vehicles. A commutator 5 is stacked behind the three commutators 5, and such a transmission is suitable for 8×8 all-terrain vehicles. the

It should be noted that: when the transmission device is installed on a vehicle, the commutators 5 on the left and right sides are arranged symmetrically with respect to the vehicle axis, and the output shafts on the ends of the three commutators 5 on the left and right sides are equipped with wheels. At the same time, the two power reduction combinations are arranged rotationally symmetrically with respect to the center of the vehicle, and the central axes of the two driving motors 1 are installed and arranged parallel to the vehicle axis. the

The working principle of this transmission device is as follows:

The drive motor controller 4 analyzes the driving intention of the driver, proposes the expected speed of the left and right wheels, performs dynamic calculations according to the initial setting parameters or the actual static and dynamic parameters of the vehicle, and controls the drive motors 1 on the left and right sides to apply corresponding torques respectively, so that The actual speed of the left and right wheels tends to match the expected speed. If the speed of the left and right wheels is the same, the vehicle will run in a straight line; if the speed is opposite, the vehicle will turn in situ; when the speed of the left wheel is greater than the speed of the right wheel, the vehicle will turn right; when the speed of the left wheel is lower than the speed of the right wheel, the vehicle will turn left. When the speed of the wheels on both sides increases/decreases the speed synchronously, the vehicle runs with variable speed. the

The above descriptions are only preferred embodiments of the present utility model, and are not limited to the present utility model. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present utility model shall be included in the Within the protection scope of the present utility model. the

Claims (3)

1. an all-terrain vehicle electric motor drive, is characterized in that: comprise dynamic retarding combination and transmission shaft (6), wherein the number of dynamic retarding combination is two, and these two dynamic retarding combinations are the right layout of a first from left; Each described dynamic retarding combination is made up of a drive motor (1), a bearing (2) and a drop-gear box assembly (3), wherein drive motor (1) output shaft is coaxially connected with the input shaft (3a) of drop-gear box assembly (3), before and after the output shaft (3b) of this drop-gear box assembly, side is mouth, and drive motor (1) and drop-gear box assembly (3) connect into entirety by the described bearing (2) of centre; Drive motor (1) in two described dynamic retarding combinations is controlled by same drive motor controller (4);

Each described dynamic retarding combination is equipped with three commutators (5), this commutator has an input shaft and two output shafts, described input shaft and one of them output shaft divide the front and back side that is located at commutator (5), and another output shaft is located at the end of commutator (5); Before and after three described commutators (5) on every limit side by side, be followed successively by from front to back first, second and the 3rd commutator (5), and three commutators (5) of the right and left are arranged symmetrically with; The described dynamic retarding combination on the left side is located between second and third commutator (5) of corresponding sides, in this dynamic retarding combination, before and after the output shaft (3b) of drop-gear box assembly (3), side coaxially connects with the input shaft of corresponding commutator (5) by a described transmission shaft (6) respectively, and the output shaft of second commutator (5) front side is also coaxially connected with first commutator (5) input shaft on the left side by a transmission shaft (6); The described dynamic retarding combination on the right is located between first and second commutator (5) of corresponding sides, in this dynamic retarding combination, before and after the output shaft (3b) of drop-gear box assembly (3), side coaxially connects with the input shaft of corresponding commutator (5) by a transmission shaft (6) respectively, and the output shaft of second commutator (5) rear side is also coaxially connected with the 3rd commutator (5) input shaft on the right by a transmission shaft (6).

2. all-terrain vehicle electric motor drive according to claim 1, it is characterized in that: described drop-gear box assembly (3) comprises input shaft (3a) and output gear (3m), wherein input shaft (3a), output shaft (3b), the first tween drive shaft (3c) and the second tween drive shaft (3d) be arranged in parallel, and respectively by bearings on casing (3e), and the front and back side of output shaft (3b) all reaches outside casing (3e), and a side of described the first tween drive shaft (3c) reaches outside casing (3e);

Input shaft gear (3f) on described input shaft (3a) often engages with first intermediate gear (3g) of the upper solid cover of the first tween drive shaft (3c), the first countershaft-gear (3h) on this first tween drive shaft often engages with second intermediate gear (3k) of the upper solid cover of described the second tween drive shaft (3d), and the second countershaft-gear (3l) on the second tween drive shaft (3d) often engages with described output gear (3m), this output gear is solidly set on described output shaft (3b).

3. all-terrain vehicle electric motor drive according to claim 1 and 2, is characterized in that: be symmetrical arranged about second commutator (5) of centre with described first and third commutator (5) on one side.

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