CN218000295U - Double-power gearbox - Google Patents
Double-power gearbox Download PDFInfo
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- CN218000295U CN218000295U CN202221729240.1U CN202221729240U CN218000295U CN 218000295 U CN218000295 U CN 218000295U CN 202221729240 U CN202221729240 U CN 202221729240U CN 218000295 U CN218000295 U CN 218000295U
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Abstract
The utility model discloses a double dynamical gearbox, concretely relates to derailleur technical field, including establishing at inside first output shaft, second output shaft, first speed change mechanism and the second speed change mechanism of casing, first output shaft is established and is extended casing one side at inside and one end of casing, the second output shaft is established and is extended the casing opposite side at inside and one end of casing, the first output shaft other end is connected with the second output shaft other end, first speed change mechanism connects on an output shaft, second speed change mechanism connects on the second output shaft. The utility model discloses a but set up independent moving first output shaft and second output shaft to allow to realize differential control or "torque vector" control, and compare current derailleur, the structure is compacter.
Description
Technical Field
The utility model relates to a derailleur technical field, the more specifically double dynamical gearbox that says so.
Background
At present, a new energy automobile is driven by a motor, and the input power of the motor has stronger control force on a power characteristic table. Taking a permanent magnet synchronous motor commonly used by pure electric as an example, when a power supply is switched on, the permanent magnet synchronous motor can output rated torque at zero rotating speed, and an internal combustion engine has the concepts of starting and idling; in addition, the range of the rotation speed under the economic working condition is wider than that of the internal combustion engine, and 0-7000 revolutions belong to the normal working range. The motor strictly executes the formula of 'power = torque x rotating speed' from zero rotating speed, the concept of starting does not exist, and the motor is equal to stopping without driving an electric door; the rotating speed is the economic working condition when starting, the average efficiency of the permanent magnet synchronous motor is 90 percent, and the maximum efficiency of the internal combustion engine can only reach 40 percent theoretically; the requirement of the vehicle owner on the performance can be completely met through the change of input power (electric switch), torque amplification is not needed at low speed, and rotating speed amplification is not needed at high speed. However, such a control method cannot meet social needs; therefore, a transmission is connected in a power transmission system, but the existing transmission structure is not compact enough, and differential control or 'torque vectoring' control cannot be realized.
SUMMERY OF THE UTILITY MODEL
In order to overcome the above-mentioned defect of prior art, the embodiment of the utility model provides a double dynamical gearbox, the utility model discloses compact structure, and can realize differential control or "torque vector" control.
In order to achieve the above object, the utility model provides a following technical scheme: a double-power gearbox comprises a first output shaft, a second output shaft, a first speed change mechanism and a second speed change mechanism which are arranged inside a shell, wherein the first output shaft is arranged inside the shell, one end of the first output shaft extends out of one side of the shell, the second output shaft is arranged inside the shell, one end of the second output shaft extends out of the other side of the shell, the other end of the first output shaft is connected with the other end of the second output shaft, the first speed change mechanism is connected onto one output shaft, the second speed change mechanism is connected onto the second output shaft, and the speed change mechanism can achieve different transmission ratios and give different power outputs to automobiles.
Further, the other end of the first output shaft is connected with the other end of the second output shaft through a lockable clutch, and the lockable clutch allows the power output of two sides to be synchronous, or the power output of two wheels is still kept when a driving motor on one side fails.
Furthermore, the two sides of the shell are respectively provided with a driving motor, the input ends of the first speed change mechanism and the second speed change mechanism are respectively connected with the two driving motors through input couplers, and the two driving motors respectively control the power of the wheels on one side, so that differential control or torque vector control can be realized.
Furthermore, the first speed change mechanism comprises a first input gear, a second input gear, a first intermediate gear, a second intermediate gear, an output gear, an input shaft and an intermediate shaft which are arranged in the shell;
one end of the input shaft extends out of one side of the shell and is connected with one of the driving motors, the other end of the input shaft extends out of the other side of the shell, the first input gear is fixedly connected to the input shaft, and the second input gear is rotatably connected to the input shaft;
the middle shaft is arranged below the input shaft, two ends of the middle shaft respectively extend out of two sides of the shell, and the first middle gear and the second middle gear are both rotationally connected to the middle shaft;
the second input gear is arranged on one side of the first input gear, the first input gear is connected with the second input gear through the first coupler, the second intermediate gear is arranged on one side of the first intermediate gear, the first intermediate gear is connected with the second intermediate gear through the second coupler, the first input gear is arranged on the top of the first intermediate gear and meshed with the first intermediate gear, the second input gear is arranged on the top of the second intermediate gear and meshed with the second intermediate gear, the first intermediate gear and the second intermediate gear are arranged above the first output shaft, the output gear is arranged on the bottom of the second intermediate gear and meshed with the second intermediate gear, and the output gear is fixed on the first output shaft.
Further, the second speed change mechanism has the same structure as the first speed change mechanism, and an output gear of the second speed change mechanism is fixed on a second output shaft.
Further, the first coupling and the second coupling are friction clutches.
Furthermore, the first coupler and the second coupler are dog tooth clutches.
Further, the first coupling and the second coupling are synchronizers.
Further, the first coupling and the second coupling are electromagnetic clutches.
Furthermore, the first coupling and the second coupling are hydraulic clutches.
The utility model discloses a technological effect and advantage:
1. the transverse size of the utility model is smaller than the sum of the transverse sizes of two compact two-gear gearboxes (and the gearboxes are compact), and the longitudinal size is smaller than the sum of the longitudinal sizes of two compact two-gear gearboxes, so that the utility model is very easy to arrange, compact in structure, small in number of gears and low in cost;
2. the utility model has the advantages that the first output shaft and the second output shaft which can independently operate are arranged, so that the differential control or the torque vector control is realized, and the structure is more compact compared with the prior transmission;
3. the utility model can lock the clutch, to synchronize the power output of two sides, or keep the power output of two wheels when the driving motor of one side is out of work, and the setting of the speed-changing mechanism can reach different transmission ratios and give different power outputs to the automobile;
4. the utility model can output all the input motor power to a tire with grip force through the arrangement of the lockable clutch, and if only two independent gearboxes are arranged on two sides, one tire can only receive the power from one gearbox;
meanwhile, under the condition that the input motor on one side fails, the remaining power from one gearbox can be averagely output to tires on two sides through the lockable clutch, so that the phenomenon that the torque steering caused by unbalanced power on two sides due to the sudden failure of the motor in running is avoided, and the vehicle is out of control is avoided, and the lockable clutch is an important safety design for the gearbox with torque vectoring capability.
Drawings
Fig. 1 is a schematic view of the overall structure of the present invention.
The reference signs are: the transmission comprises a first output shaft 1, a second output shaft 2, a first speed change mechanism 3, a second speed change mechanism 4, a lockable clutch 5, a driving motor 6, a first input gear 7, a second input gear 8, a first intermediate gear 9, a second intermediate gear 10, an output gear 11, a first coupler 12, a second coupler 13, an input shaft 14 and an intermediate shaft 15.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
Example one
As shown in fig. 1, the utility model discloses a double dynamical gearbox, including establishing at inside first output shaft 1, second output shaft 2, first speed change mechanism 3 and the second speed change mechanism 4 of casing, first output shaft 1 is established and is extended casing one side at inside and one end of casing, second output shaft 2 is established and is extended the casing opposite side at inside and one end of casing, the first output shaft 1 other end is connected with the second output shaft 2 other end through lockable clutch 5, first speed change mechanism 3 is connected on an output shaft 1, second speed change mechanism 4 is connected on second output shaft 2, the casing both sides all are equipped with driving motor 6, the input of first speed change mechanism 3 and second speed change mechanism 4 be connected with two driving motor 6 through the input shaft coupling respectively, the utility model discloses the acceptable motor power input from the arbitrary direction in both sides can have four motor inputs at most.
The utility model discloses form by two compact two grades of gearboxes, the combination of lockable clutch 5, compact structure: the transverse dimension is less than the transverse dimension sum of two compact two-gear gearboxes (and the gearbox is very compact), and the longitudinal dimension is also less than the longitudinal dimension sum of two compact two-gear gearboxes, so that the utility model discloses arrange very easily.
The double-power gearbox is used for driving an automobile, a first output shaft 1 is used for driving wheels on one side of the automobile, a second output shaft 2 is used for driving wheels on the other side of the automobile, and two driving motors 6 respectively control the power of the wheels on one side, so that differential control or torque vector control can be realized.
The provision of the lockable clutch 5 allows both side power outputs to be synchronised or to remain on both wheels in the event of failure of the drive motor 6 on one side. The arrangement of the speed change mechanism can achieve different transmission ratios and give different power outputs to the automobile.
By means of the lockable clutch 5, all the input motor power can be output to one tire with the grip, and if only two independent gearboxes are arranged on two sides, one tire can only receive the power from one gearbox.
Meanwhile, under the condition that the input motor on one side fails, the remaining power from one gearbox can be averagely output to tires on two sides through the lockable clutch 5, so that the problem that the torque steering caused by imbalance of the power on two sides is caused by sudden motor failure in the process of driving to cause the out-of-control of a vehicle is avoided, and the lockable clutch is a very important safety design for the gearbox with torque vectoring capability.
Example two
As shown in fig. 1, the first transmission mechanism 3 includes a first input gear 7, a second input gear 8, a first intermediate gear 9, a second intermediate gear 10, an output gear 11, an input shaft 14, and an intermediate shaft 15 provided inside a housing.
14 one end of input shaft extends casing one side and is connected with one of them driving motor 6, the casing opposite side is extended to the 14 other ends of input shaft, first input gear 7 fixed connection is on input shaft 14, second input gear 8 rotates to be connected on input shaft 14, jackshaft 15 establishes and extends the casing both sides respectively at input shaft 14 below and jackshaft 15 both ends, and first intermediate gear 9 and second intermediate gear 10 all rotate to be connected on jackshaft 15.
The second input gear 8 is arranged on one side of the first input gear 7, the first input gear 7 is connected with the second input gear 8 through the first coupler 12, the second intermediate gear 10 is arranged on one side of the first intermediate gear 9, the first intermediate gear 9 is connected with the second intermediate gear 10 through the second coupler 13, the first input gear 7 is arranged on the top of the first intermediate gear 9 and meshed with the first intermediate gear 9, the second input gear 8 is arranged on the top of the second intermediate gear 10 and meshed with the second intermediate gear 10, the first intermediate gear 9 and the second intermediate gear 10 are both arranged above the first output shaft 1, the output gear 11 is arranged on the bottom of the second intermediate gear 10 and meshed with the second intermediate gear 10, and the output gear 11 is fixed on the first output shaft 1.
When the first coupler 12 is disconnected and the second coupler 13 is connected, the driving motor 6 works, the input shaft 14 drives the first input gear 7 to rotate, the first intermediate gear 9 rotates along with the first input gear 7, and the second intermediate gear 10 rotates along with the first intermediate gear 9 under the action of the second coupler 13, so that the second intermediate gear 10 drives the output gear 11 to rotate, and finally, the first output shaft 1 is driven to rotate, and the speed regulation with a large reduction ratio is realized.
When the first coupler 12 is connected and the second coupler 13 is disconnected, the driving motor 6 works, the input shaft 14 drives the first input gear 7 to rotate, the second input gear 8 rotates along with the first input gear 7 under the action of the first coupler 12, the second input gear 8 drives the second intermediate gear 10 to rotate, the second intermediate gear 10 drives the output gear 11 to rotate, and finally the first output shaft 1 is driven to rotate, so that the speed regulation with a small reduction ratio is realized.
The second speed change mechanism 4 has the same structure as the first speed change mechanism 3, and the output gear 11 of the second speed change mechanism 4 is fixed on the second output shaft 2, so that the rotation of the second output shaft 2 is finally realized.
The utility model discloses gear is small in quantity, and the cost is lower.
EXAMPLE III
The first coupling 12 and the second coupling 13 may take various forms including a friction clutch, a dog clutch, a synchronizer, an electromagnetic clutch, a hydraulic clutch, and the like.
And finally: the above description is only for the preferred embodiment of the present invention and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A double-power gearbox is characterized in that: the automatic transmission is characterized by comprising a first output shaft (1), a second output shaft (2), a first speed change mechanism (3) and a second speed change mechanism (4) which are arranged inside a shell, wherein the first output shaft (1) is arranged inside the shell, one end of the first output shaft extends out of one side of the shell, the second output shaft (2) is arranged inside the shell, one end of the second output shaft extends out of the other side of the shell, the other end of the first output shaft (1) is connected with the other end of the second output shaft (2), the first speed change mechanism (3) is connected onto one output shaft (1), and the second speed change mechanism (4) is connected onto the second output shaft (2).
2. The hybrid transmission of claim 1, wherein: the other end of the first output shaft (1) is connected with the other end of the second output shaft (2) through a lockable clutch (5).
3. The hybrid transmission of claim 1, wherein: the casing both sides all are equipped with driving motor (6), the input of first speed change mechanism (3) and second speed change mechanism (4) be connected with two driving motor (6) through the input shaft coupling respectively.
4. A hybrid gearbox according to claim 3, characterised in that: the first speed change mechanism (3) comprises a first input gear (7), a second input gear (8), a first intermediate gear (9), a second intermediate gear (10), an output gear (11), an input shaft (14) and an intermediate shaft (15) which are arranged in the shell;
one end of the input shaft (14) extends out of one side of the shell and is connected with one of the driving motors (6), the other end of the input shaft (14) extends out of the other side of the shell, the first input gear (7) is fixedly connected to the input shaft (14), and the second input gear (8) is rotatably connected to the input shaft (14);
the middle shaft (15) is arranged below the input shaft (14), two ends of the middle shaft (15) respectively extend out of two sides of the shell, and the first middle gear (9) and the second middle gear (10) are rotatably connected to the middle shaft (15);
second input gear (8) are established in first input gear (7) one side, and first input gear (7) are connected with second input gear (8) through first shaft coupling (12), second intermediate gear (10) are established in first intermediate gear (9) one side, and first intermediate gear (9) are connected with second intermediate gear (10) through second shaft coupling (13), first input gear (7) are established at first intermediate gear (9) top and are engaged with first intermediate gear (9), second input gear (8) are established at second intermediate gear (10) top and are engaged with second intermediate gear (10), first intermediate gear (9) and second intermediate gear (10) all establish in first output shaft (1) top, output gear (11) are established in second intermediate gear (10) bottom and are engaged with second intermediate gear (10), output gear (11) are fixed in on first output shaft (1).
5. The hybrid transmission of claim 4, wherein: the second speed change mechanism (4) has the same structure as the first speed change mechanism (3), and an output gear (11) of the second speed change mechanism (4) is fixed on the second output shaft (2).
6. The hybrid transmission of claim 5, wherein: the first coupler (12) and the second coupler (13) are friction clutches.
7. The dual power transmission of claim 5, wherein: the first coupler (12) and the second coupler (13) are dog clutches.
8. The hybrid transmission of claim 5, wherein: the first coupler (12) and the second coupler (13) are synchronizers.
9. The hybrid transmission of claim 5, wherein: the first coupler (12) and the second coupler (13) are electromagnetic clutches.
10. The hybrid transmission of claim 5, wherein: the first coupling (12) and the second coupling (13) are hydraulic clutches.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221729240.1U CN218000295U (en) | 2022-07-04 | 2022-07-04 | Double-power gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221729240.1U CN218000295U (en) | 2022-07-04 | 2022-07-04 | Double-power gearbox |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218000295U true CN218000295U (en) | 2022-12-09 |
Family
ID=84313055
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221729240.1U Active CN218000295U (en) | 2022-07-04 | 2022-07-04 | Double-power gearbox |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218000295U (en) |
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2022
- 2022-07-04 CN CN202221729240.1U patent/CN218000295U/en active Active
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