CN218316225U - Two-gear electric drive bridge with parallel shafts - Google Patents
Two-gear electric drive bridge with parallel shafts Download PDFInfo
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- CN218316225U CN218316225U CN202222612757.9U CN202222612757U CN218316225U CN 218316225 U CN218316225 U CN 218316225U CN 202222612757 U CN202222612757 U CN 202222612757U CN 218316225 U CN218316225 U CN 218316225U
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Abstract
The utility model provides a take two fender electricity to drive bridge of parallel shaft, includes: a first primary drive gear; a second primary driving gear; the first intermediate shaft is fixedly connected with a primary driven gear and intermediate shaft joint teeth in sequence, and a secondary driving gear is sleeved on the first intermediate shaft in a relatively rotatable manner; the second intermediate shaft is coaxially arranged with the first intermediate shaft and is fixedly connected with a three-stage driven gear and a connecting piece; the differential is connected with a first output half shaft and a second output half shaft and is connected with the connecting piece; the parallel shaft is sequentially and fixedly connected with a secondary driven gear and a tertiary driving gear; the first wheel side speed reducing mechanism is connected between the first output half shaft and the first wheel; the second wheel side speed reducing mechanism is connected between the second output half shaft and a second wheel; and a synchronizing sleeve switchable between a first position and a second position. The double-motor composite transmission can reduce the requirement on the size of a gear while transmitting the requirement on large torque, and realizes high-low gear large-speed ratio switching through a group of parallel shaft gear sets.
Description
Technical Field
The utility model relates to a new energy automobile spare part field especially relates to a take two fender electricity of parallel axis to drive bridge.
Background
The development of new energy automobiles is more and more emphasized by the nation. With the rapid development of the electric drive of medium and heavy commercial vehicles, a matched electric drive bridge system has gradually become the mainstream. However, the current electric drive bridge is difficult to meet the requirements of different road conditions on power and vehicle speed, and has the disadvantages of complex structure, low transmission efficiency, heavy weight and high cost.
Therefore, there is a need to develop a two-gear electric drive bridge with parallel shafts to solve one or more of the above-mentioned technical problems.
SUMMERY OF THE UTILITY MODEL
In order to solve the at least one technical problem, according to the utility model discloses an aspect provides a take two fender electricity of parallel shaft to drive bridge, its characterized in that includes:
the first primary driving gear is connected with the first motor;
the second primary driving gear is connected with a second motor;
the first intermediate shaft is fixedly connected with a primary driven gear and intermediate shaft joint teeth in sequence, and a secondary driving gear is sleeved on the first intermediate shaft in a relatively rotatable manner;
the second intermediate shaft is coaxially arranged with the first intermediate shaft and is fixedly connected with a three-stage driven gear and a connecting piece;
the differential is connected with a first output half shaft and a second output half shaft and is connected with the connecting piece;
the parallel shaft is sequentially and fixedly connected with a secondary driven gear and a tertiary driving gear;
the first wheel-side speed reducing mechanism is connected between the first output half shaft and the first wheel;
the second wheel side speed reducing mechanism is connected between the second output half shaft and a second wheel; and
a synchronizing sleeve switchable between a first position and a second position;
the first primary driving gear and the second primary driving gear are meshed with the first-stage driven gear, the second-stage driving gear is meshed with the second-stage driven gear, and the third-stage driven gear is meshed with the third-stage driving gear; the synchronous gear sleeve is connected with the second-stage driving gear and the intermediate shaft connecting gear when located at the first position, and is connected with the intermediate shaft connecting gear and the third-stage driven gear when located at the second position.
According to the utility model discloses in another aspect, the second grade driving gear arranges between one-level driven gear and countershaft engaging tooth.
According to the utility model discloses in another aspect, first output semi-axis passes second jackshaft and first jackshaft in proper order and is connected with first round of limit reduction gears.
According to the utility model discloses still another aspect, synchronous tooth cover still can switch to intermediate position and break away from with second grade driving gear and tertiary driven gear in time.
According to yet another aspect of the present invention, the first hub reduction mechanism includes a first planetary row and the second hub reduction mechanism includes a second planetary row.
According to another aspect of the present invention, the first planetary row includes a first sun gear, a first planet gear, a first ring gear, and a first carrier, the first ring gear being connected to the case.
According to the utility model discloses in another aspect, the second planet row includes second sun gear, second planet wheel, second ring gear and second planet carrier, and the second ring gear is connected in the box.
According to the utility model discloses still another aspect, first motor, second motor and first output semi-axis parallel arrangement.
According to yet another aspect of the present invention, the first electric machine and the second electric machine are symmetrically arranged about the first output semi-axis.
According to yet another aspect of the present invention, the parallel shaft is arranged between the first output half shaft and the first electric machine.
The utility model discloses can obtain following one or more technological effect:
the double-motor composite transmission can reduce the requirement on the size of the gear while transmitting the requirement on large torque;
the gear group with the parallel shafts realizes high-low gear large-speed ratio switching, and has the advantages of simple structure, convenience in control and high transmission efficiency.
Drawings
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Fig. 1 is a schematic structural view of a two-gear electric drive bridge with parallel shafts according to a preferred embodiment of the present invention.
Fig. 2 is a schematic diagram of the power transmission of the first forward gear of the two-gear electric drive bridge with parallel shafts according to a preferred embodiment of the present invention.
Fig. 3 is a schematic diagram of the power transmission of the second forward gear of the two-gear electric drive bridge with parallel shafts according to a preferred embodiment of the present invention.
Detailed Description
The best mode of the present invention will be described in detail with reference to the accompanying drawings, wherein the detailed description is to be regarded as illustrative in nature and not as restrictive, and various changes and modifications may be made without departing from the spirit and scope of the present invention.
Example 1
According to a preferred embodiment of the present invention, referring to fig. 1 to 3, there is provided a two-gear electric drive bridge with parallel shafts, comprising:
the first primary driving gear 12 is connected with the first motor M1;
the second primary driving gear 14 is connected with a second motor M2;
a first intermediate shaft 20 which is fixedly connected with a primary driven gear 15 and intermediate shaft joint teeth 22 in sequence and is sleeved with a secondary driving gear 16 in a relatively rotatable manner;
a second intermediate shaft 40 coaxially arranged with the first intermediate shaft 20 and fixedly connected with a three-stage driven gear 19 and a connecting piece;
a differential 23 to which a first output half shaft 24 and a second output half shaft 25 are connected and which is connected to the connection;
the parallel shaft 21 is sequentially and fixedly connected with a secondary driven gear 17 and a tertiary driving gear 18;
a first wheel reduction mechanism connected between the first output axle shaft 24 and a first wheel;
a second wheel reduction mechanism connected between the second output axle shaft 25 and a second wheel; and
a synchronizing sleeve C1 switchable between a first position and a second position;
wherein, the first primary driving gear 12 and the second primary driving gear 14 are meshed with the primary driven gear 15, the secondary driving gear 16 is meshed with the secondary driven gear 17, and the tertiary driven gear 19 is meshed with the tertiary driving gear 18; the synchronizing sleeve C1 engages the secondary drive gear 16 with the countershaft engaging teeth 22 when in the first position and the synchronizing sleeve C1 engages the countershaft engaging teeth 22 with the tertiary driven gear 19 when in the second position.
Preferably, the tertiary driven gear 19 and the secondary driving gear 16 are provided with engaging teeth, respectively.
Preferably, the first primary driving gear 12 is connected with the first motor M1 via a first motor shaft 11. The second primary driving gear 14 is connected to the second motor M2 via a second motor shaft 13.
According to a further preferred embodiment of the present invention, the secondary driving gear 16 is arranged between the primary driven gear 15 and the intermediate shaft engaging teeth 22.
According to a further preferred embodiment of the present invention, the first output half shaft 24 is connected to the first wheel reduction mechanism through the second intermediate shaft 40 and the first intermediate shaft 20 in sequence.
According to another preferred embodiment of the present invention, the synchronous gear sleeve C1 can be further switched to an intermediate position and disengaged from the secondary driving gear and the tertiary driven gear at the same time.
According to a further preferred embodiment of the present invention, the first hub reduction mechanism includes a first planetary row, and the second hub reduction mechanism includes a second planetary row.
According to a further preferred embodiment of the present invention, the first planetary row comprises a first sun gear 30, a first planet gear 31, a first ring gear 32 and a first carrier 33, the first ring gear 32 being connected to the casing.
According to a further preferred embodiment of the invention, the second planetary gear set comprises a second sun gear 26, a second planet gear 27, a second ring gear 28 and a second planet carrier 29, the second ring gear 28 being connected to the housing.
According to another preferred embodiment of the present invention, the first and second electric machines M1 and M2 are arranged in parallel with the first output half shaft 24.
According to a further preferred embodiment of the present invention, the first electric machine M1 and the second electric machine M2 are arranged symmetrically with respect to the first output half-shaft 24.
According to a further preferred embodiment of the present invention, said parallel shaft 21 is arranged between the first output half-shaft 24 and the first electric machine M1.
The working principle of the utility model is as follows.
As shown in fig. 2, the first forward speed power transmission process is shown:
the first-stage driving gear 12 is connected to the motor M1 through a motor shaft 11, the first-stage driving gear 13 is connected to the motor M2 through a motor shaft 14, the first-stage driving gear 12 and the first-stage driving gear 13 are simultaneously meshed with the first-stage driven gear 15, power of the motor M1 and the motor M2 is transmitted to the first-stage driven gear 15, the second-stage driven gear 15 and the middle shaft joint teeth 22 are connected to the middle shaft 20, and power is transmitted to the middle shaft joint teeth 22 to achieve first-stage speed reduction.
Synchronous gear cover C1 is dialled to the left side, links together second grade driving gear 16, jackshaft engaging tooth 22, and second grade driving gear 16 meshes with second grade driven gear 17, and power is transmitted to second grade driven gear 17 through synchronous gear cover C1, second grade driving gear 16 by jackshaft engaging tooth 22, realizes the second level and slows down.
The second-stage driven gear 17 and the third-stage driving gear 18 are connected to a parallel shaft 21, the third-stage driving gear 18 is meshed with the third-stage driven gear 19, and power is transmitted to the third-stage driven gear 19 from the second-stage driven gear 17 through the parallel shaft 21 and the third-stage driving gear 18, so that third-stage speed reduction is achieved.
The third-stage driven gear 19 is connected with a differential 23, a wheel edge sun gear 30 is connected with a long half shaft 24, the wheel edge sun gear 26 is connected with a short half shaft 25, power is distributed by the differential and then transmitted to the wheel edge sun gear 30 and the wheel edge sun gear 26 through the long half shaft 24 and the short half shaft 25 respectively, wheel edge planet carriers 29 and 33 are connected with wheels on two sides respectively, and the power is transmitted to the wheels on two sides through the wheel edge sun gears 26 and 30 through the wheel edge planet carriers 29 and 33, so that fourth-stage speed reduction is realized.
As shown in fig. 3, the second forward speed power transmission process is shown:
the first-stage driving gear 12 is connected to the motor M1 through a motor shaft 11, the first-stage driving gear 13 is connected to the motor M2 through a motor shaft 14, the first-stage driving gear 12 and the first-stage driving gear 13 are simultaneously meshed with the first-stage driven gear 15, power of the motor M1 and the motor M2 is transmitted to the first-stage driven gear 15, the second-stage driven gear 15 and the middle shaft joint teeth 22 are connected to the middle shaft 20, and power is transmitted to the middle shaft joint teeth 22 to achieve first-stage speed reduction.
The synchronous gear sleeve C1 is shifted to the right side, the three-level driven gear 19 and the intermediate shaft joint gear 22 are connected together, the three-level driven gear 19 is connected with the differential 23, power is transmitted to the differential 23 through the intermediate shaft joint gear 22 through the synchronous gear sleeve C1 and the three-level driven gear 19, and direct transmission is achieved without speed change.
The wheel edge sun gear 30 is connected with the long half shaft 24, the wheel edge sun gear 26 is connected with the short half shaft 25, power is transmitted to the wheel edge sun gear 30 and the wheel edge sun gear 26 through the long half shaft 24 and the short half shaft 25 respectively after being distributed by the differential mechanism, the wheel edge planet carriers 29 and 33 are connected with wheels on two sides respectively, and the power is transmitted to the wheels on two sides through the wheel edge planet carriers 29 and 33 by the wheel edge sun gears 26 and 30, so that second-stage speed reduction is realized.
The power transmission process of the neutral gear:
the synchronous gear sleeve C1 is shifted to the middle, power interruption can be realized, and therefore neutral gear is realized.
The power transmission process of the reverse gear is as follows:
the double motors are controlled to rotate reversely, the synchronous gear sleeve C1 is shifted to the left side, the power transmission process is consistent with the first forward gear, the output steering is opposite, and reverse gear is achieved.
The utility model discloses can obtain following one or more technological effect:
the double-motor composite transmission can reduce the requirement on the size of the gear while transmitting the requirement on large torque;
the gear group with the parallel shafts realizes high-low gear large speed ratio switching, and has the advantages of simple structure, convenient control and high transmission efficiency.
It will be understood by those skilled in the art that the present invention is not limited to the above embodiments, and that the foregoing embodiments and descriptions are provided only to illustrate the principles of the present invention without departing from the spirit and scope of the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (10)
1. The utility model provides a take two fender electricity of parallel axis to drive bridge which characterized in that includes:
the first primary driving gear is connected with the first motor;
the second primary driving gear is connected with a second motor;
the first intermediate shaft is fixedly connected with a primary driven gear and intermediate shaft joint teeth in sequence, and a secondary driving gear is sleeved on the first intermediate shaft in a relatively rotatable manner;
the second intermediate shaft is coaxially arranged with the first intermediate shaft and is fixedly connected with a three-stage driven gear and a connecting piece;
the differential is connected with a first output half shaft and a second output half shaft and is connected with the connecting piece;
the parallel shaft is sequentially and fixedly connected with a secondary driven gear and a tertiary driving gear;
the first wheel-side speed reducing mechanism is connected between the first output half shaft and the first wheel;
the second wheel side speed reducing mechanism is connected between the second output half shaft and a second wheel; and
a synchronizing sleeve switchable between a first position and a second position;
the first primary driving gear and the second primary driving gear are meshed with the first-stage driven gear, the second-stage driving gear is meshed with the second-stage driven gear, and the third-stage driven gear is meshed with the third-stage driving gear; the synchronous gear sleeve is connected with the second-stage driving gear and the intermediate shaft connecting gear when located at the first position, and is connected with the intermediate shaft connecting gear and the third-stage driven gear when located at the second position.
2. Two-speed electric drive axle with parallel shafts according to claim 1, characterized in that the secondary driving gear is arranged between the primary driven gear and the intermediate shaft engaging teeth.
3. The two-speed electric drive axle with parallel shafts according to claim 2, wherein the first output half shaft is connected with the first wheel reduction mechanism through the second intermediate shaft and the first intermediate shaft in sequence.
4. Two-gear electric drive axle with parallel shafts according to claim 3, characterised in that the synchronizing sleeve is also shiftable to an intermediate position and disengaged from the secondary driving gear and the tertiary driven gear.
5. Two-speed electric drive axle with parallel axles according to any of claims 1-4, characterised in that the first wheel reduction mechanism comprises a first planetary row and the second wheel reduction mechanism comprises a second planetary row.
6. The two-speed electric drive axle with parallel shafts according to claim 5, wherein the first planetary row comprises a first sun gear, a first planet gear, a first ring gear and a first carrier, the first ring gear being connected to the case.
7. The two-speed electric drive axle with parallel shafts of claim 6, wherein the second planetary gear set comprises a second sun gear, a second planetary gear, a second ring gear and a second planet carrier, the second ring gear being connected to the housing.
8. Two-gear electric drive bridge with parallel shafts according to claim 6, characterised in that the first electric machine, the second electric machine and the first output half shaft are arranged in parallel.
9. Two-speed electric drive axle with parallel shafts according to claim 6, characterized in that the first electric machine and the second electric machine are arranged symmetrically about the first output semi-axis.
10. Two-speed electric drive axle with parallel shafts according to claim 9, characterized in that the parallel shafts are arranged between the first output half shaft and the first electric machine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222612757.9U CN218316225U (en) | 2022-09-29 | 2022-09-29 | Two-gear electric drive bridge with parallel shafts |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222612757.9U CN218316225U (en) | 2022-09-29 | 2022-09-29 | Two-gear electric drive bridge with parallel shafts |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218316225U true CN218316225U (en) | 2023-01-17 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222612757.9U Active CN218316225U (en) | 2022-09-29 | 2022-09-29 | Two-gear electric drive bridge with parallel shafts |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218316225U (en) |
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2022
- 2022-09-29 CN CN202222612757.9U patent/CN218316225U/en active Active
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