CN210283891U

CN210283891U - Coaxial two-gear driving system

Info

Publication number: CN210283891U
Application number: CN201920460995.8U
Authority: CN
Inventors: 徐大陆; 柴旭; 熊玉杰; 宋骏; 许永达
Original assignee: Shanghai Automobile Gear Works
Current assignee: Shanghai Automobile Gear Works
Priority date: 2019-04-08
Filing date: 2019-04-08
Publication date: 2020-04-10
Anticipated expiration: 2029-04-08

Abstract

A coaxial two-speed drive system, comprising: differential mechanism assembly, driving motor, main shaft and intermediate shaft assembly, wherein: the intermediate shaft assembly and the main shaft are arranged in parallel, the differential assembly and the main shaft are on the same axis, and the driving motor is connected with the main shaft; the system is arranged in a shell of an integrated structure. The utility model can improve the dynamic property of the electric automobile and reduce the requirement on the rotating speed of the driving motor by adding two speed ratio switching functions of size and size, so that the driving motor always works in a high-efficiency region, the driving range of the electric automobile is prolonged, and the economy of the whole automobile is improved; meanwhile, the input shaft and the output shaft are on the same axis, the structure is compact, the whole vehicle is convenient to arrange, and the weight and the cost of the driving system are reduced.

Description

Coaxial two-gear driving system

Technical Field

The utility model relates to a technique in electric automobile drives transmission field specifically is a two fender actuating systems of coaxial-type.

Background

The electric automobile is a vehicle with a vehicle-mounted motor providing driving capability, has the characteristics of zero emission, high efficiency and convenience in maintenance, and is a necessary trend in automobile development. At present, the driving system of the commercial electric automobile is mostly a scheme of a driving motor and a single-gear gearbox, and in order to meet the requirements of the acceleration and the highest speed of the whole automobile, the single-gear driving system has higher rotating speed, the high rotating speed increases the system development difficulty, the problem of NVH (Noise, Vibration and Harshness) is easily caused, the development cost of the electric driving system is increased, meanwhile, the single speed ratio cannot enable the motor to effectively utilize the high-efficiency interval of the motor, the power consumption is increased, and the power consumption economy of the electric automobile is reduced.

The existing driving system is mostly in an offset type and parallel shaft structure, namely, a motor shaft is parallel to a driving half shaft but is not coaxial, so that the driving system is large in occupied space, not compact in structure, low in integration level and incapable of being widely expanded and applied to different vehicle types.

SUMMERY OF THE UTILITY MODEL

The utility model discloses it is not enough to the above-mentioned that prior art exists, provide a two fender actuating system of coaxial-type, switch the function through adding two kinds of speed ratios of size, input shaft and output shaft are on same axis simultaneously, improve electric automobile's dynamic nature, reduce the requirement to the driving motor rotational speed, make the motor work all the time at high-efficient interval, prolonged electric automobile and continued to go the mileage, compact structure, integrated level height have reduced actuating system's weight and cost, the whole car of being convenient for is arranged.

The utility model discloses a realize through following technical scheme:

the utility model discloses a: differential mechanism assembly, driving motor, main shaft and intermediate shaft assembly, wherein: the intermediate shaft assembly and the main shaft are arranged in parallel, the differential assembly and the main shaft are on the same axis, and the driving motor is connected with the main shaft.

The main shaft comprises: consecutive left semi-axis, motor shaft and right semi-axis, wherein: the left half shaft is connected with the differential assembly, the right half shaft penetrates through a hollow motor shaft to be connected with the differential assembly, the motor shaft is connected with the driving motor, and a first gear driving tooth and a second gear driving tooth are arranged on the motor shaft.

The intermediate shaft assembly comprises: jackshaft, one keep off from moving tooth, two keep off from moving tooth, synchronous ware tooth hub, parking gear, gear shifting motor and parking motor with main speed reduction initiative tooth, wherein: the main speed reduction driving gear is meshed with the main speed reduction driven gear, the second gear driven gear is meshed with the second gear driving gear, the first gear driven gear is meshed with the first gear driving gear, the synchronizer gear hub is connected with the gear shifting motor, the parking gear is connected with the parking motor, the gear shifting motor is connected with the intermediate shaft, and the parking motor is connected with the intermediate shaft.

And a synchronizer combination sleeve connected with the gear shifting motor is arranged on the synchronizer gear hub.

The coaxial two-gear driving system is arranged in a shell of an integrated structure, wherein the driving motor, the gear shifting motor and the parking motor are respectively arranged in the integrated shell.

Technical effects

Compared with the prior art, the utility model discloses technical effect includes:

1. the shell of the driving motor and the right shell of the transmission are of an integrated structure, so that the system integration level is improved, the problem of low precision in assembly of a split type transmission and a split type transmission is solved, the system weight is reduced, the material cost is reduced, and the electricity consumption economy of the whole vehicle is improved;

2. the two-gear speed change is adopted, so that the performance requirement of a driving system on a driving motor can be reduced, the efficient working range of the motor is expanded, the manufacturing cost of the automobile is reduced, and the dynamic property and the economical efficiency of the automobile are improved;

3. a hollow shaft type driving motor is adopted, so that a main shaft and a differential are coaxial, the system integration level is improved, the system weight is reduced, and the arrangement on different vehicles is facilitated;

4. the synchronizer and the gear shifting actuating mechanism are arranged on the intermediate shaft, and the parking gear and the parking actuating mechanism are also arranged on the intermediate shaft;

5. the driving system can be used for pure electric vehicles, extended range electric vehicles and fuel cell vehicles, has a power disconnecting function and can also be used for split-shaft type hybrid vehicles.

Drawings

FIG. 1 is a schematic structural view of the present invention;

FIG. 2 is a first-gear driving diagram of the present invention;

FIG. 3 is a transmission diagram of the second-gear operation mode of the present invention;

FIG. 4 is a power-off mode transmission diagram of the present invention;

in the figure: the gear shifting device comprises an integrated shell 1, a motor shaft 2, a first-gear driving gear 3, a second-gear driving gear 4, a middle shell 5, a main speed reduction driven gear 6, a left half shaft 7, a left shell 8, a differential assembly 9, a middle shaft 10, a main speed reduction driving gear 11, a middle shaft assembly 12, a second-gear driven gear 13, a synchronizer gear hub 14, a gear shifting motor 15, a synchronizer coupling sleeve 16, a parking gear 17, a parking motor 18, a first-gear driven gear 19, a driving motor 20, a main shaft 21 and a right half shaft 22.

Detailed Description

As shown in fig. 1, a coaxial two-gear driving system according to the present embodiment includes: integral type casing 1, middle casing 5 and left casing 8, differential mechanism assembly 9, driving motor 20, main shaft 21 and intermediate shaft assembly 12 that link to each other in proper order, wherein: the intermediate shaft assembly 12 and the main shaft 21 are arranged in the intermediate shell 5 and the left shell 8 in parallel, the other end of the main shaft 21 is arranged in the integrated shell 1, the differential assembly 9 is coaxially and concentrically connected with the main shaft 21, and the driving motor 20 is arranged in the integrated shell 1 and connected with the main shaft 21.

The spindle 21 includes: consecutive left semi-axis 7, motor shaft 2 and right semi-axis 22, wherein: the left half shaft 7 is connected with the differential assembly 9, the motor shaft 2 is connected with the driving motor 20, and the right half shaft 22 penetrates through the motor shaft 2 to be connected with the differential assembly 9.

The main speed reduction driven gear 6 is fixedly connected with a shell of a differential assembly 9 through welding.

Motor shaft 2 on be equipped with one and keep off driving tooth 3 and keep off driving tooth 4, wherein: the first gear driving tooth 3 is integrally connected with the motor shaft, and the second gear driving tooth 4 is fixedly connected with the motor shaft 2 through welding.

The intermediate shaft assembly 12 includes: jackshaft 10 with set up main reduction drive tooth 11, one on jackshaft 10 and keep off driven tooth 19, two keep off driven tooth 13, synchronous ware tooth hub 14, shift motor 15, parking motor 18 and parking gear 17, wherein: synchronizer gear hub 14 links to each other with shift motor 15, parking gear 17 links to each other with parking motor 18, one keeps off driven tooth 19, two keep off driven tooth 13 and pass through needle bearing idle running on jackshaft 10, synchronizer gear hub 14 and parking gear 17 pass through spline and jackshaft 10 fixed connection, main speed reduction driving tooth 11 passes through welding and jackshaft 10 fixed connection, shift motor 15 links to each other with jackshaft 10 and sets up on transmission housing 1, parking motor 18 links to each other with jackshaft 10 and sets up on transmission housing 1.

The main speed reduction driving tooth 11 is meshed with the main speed reduction driven tooth 6, the second gear driven tooth 13 is meshed with the second gear driving tooth 4, and the first gear driven tooth 19 is meshed with the first gear driving tooth 3.

The synchronizer gear hub 14 is provided with a synchronizer coupling sleeve 16 connected with a gear shifting motor 15.

This device has integrated the casing and the gearbox right side casing of current motor through the integral type casing, and compact structure, light in weight have avoided the error when two split type casings assembly simultaneously, have improved spare part assembly precision.

As shown in fig. 2 to 4, the present embodiment relates to a control method of the above device, including a first-gear operating mode, a second-gear operating mode, and a power-off operating mode:

1. a first gear working mode: the synchronizer coupling sleeve 16 is coupled with a first-gear driven gear 19, and power is transmitted from the motor shaft 2 to the first-gear driven gear 19 through the first-gear driving gear 3, then transmitted to the main speed reduction driving gear 11, the main speed reduction driven gear 6 and the differential assembly 9 through the intermediate shaft 10, and finally transmitted to the left half shaft 7 and the right half shaft 22.

2. The second-gear working mode: the synchronizer coupling sleeve 16 is coupled with the secondary driven gear 13, and power is transmitted from the motor shaft 2 to the secondary driven gear 13 through the secondary driving gear 4, then transmitted to the main speed reduction driving gear 11, the main speed reduction driven gear 6 and the differential assembly 9 through the intermediate shaft 10, and finally transmitted to the left half shaft 7 and the right half shaft 22.

3. Power off mode: the synchronizer coupling sleeve 16 is arranged in the middle, if the motor is used as a driving end, the power of the motor shaft 2 is transmitted to the first-gear driving driven gear and the second-gear driving driven gear and then is stopped, and the power of the motor is disconnected with the wheel end; if the wheel is used as a driving end, the wheel power is transmitted to the left half shaft 7 and the right half shaft 22 and is terminated after passing through the differential assembly 9, the main speed reduction driven teeth 6, the main speed reduction driving teeth 11, the intermediate shaft 10 and the synchronizer gear hub 14, and the wheel end power is disconnected with a motor shaft.

The utility model integrates the two-gear non-coaxial drive system and the one-gear coaxial drive system, and has the advantages of high dynamic property and economical efficiency of the two-gear drive system, compact coaxial structure, light weight and convenient arrangement of the whole vehicle; meanwhile, the system integrates the functions of electric gear shifting and electric parking, and has the advantages of light weight, compact structure, simplicity in control, energy conservation and environmental friendliness.

The foregoing embodiments may be modified in various ways by those skilled in the art without departing from the spirit and scope of the present invention, which is not limited by the above embodiments but is to be accorded the full scope defined by the appended claims, and all such modifications and variations are within the scope of the invention.

Claims

1. A coaxial two-gear drive system, comprising: differential mechanism assembly, driving motor, main shaft and intermediate shaft assembly, wherein: the intermediate shaft assembly and the main shaft are arranged in parallel, the differential assembly and the main shaft are on the same axis, and the driving motor is connected with the main shaft;

the main shaft comprises: consecutive left semi-axis, motor shaft and right semi-axis, wherein: the left half shaft is connected with the differential assembly, the right half shaft passes through a hollow motor shaft to be connected with the differential assembly, and a first-gear driving tooth and a second-gear driving tooth are arranged on the motor shaft;

2. The system as claimed in claim 1, wherein the synchronizer hub is provided with a synchronizer coupling sleeve connected to the shift motor.

3. The system of claim 1, wherein the coaxial two-speed drive system is disposed within a housing of a unitary construction.

4. The system of claim 3, wherein said housing comprises: consecutive integral type casing, middle casing and left casing, wherein: the jackshaft assembly sets up in integral type casing and left casing, and the main shaft sets up in integral type casing, middle casing and left casing, and driving motor, gear shifting motor and parking motor set up respectively in the integral type casing.