CN219062332U - Six keep off two jackshafts double high-speed motor pure electric transmission assembly - Google Patents
Six keep off two jackshafts double high-speed motor pure electric transmission assembly Download PDFInfo
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- CN219062332U CN219062332U CN202223503847.0U CN202223503847U CN219062332U CN 219062332 U CN219062332 U CN 219062332U CN 202223503847 U CN202223503847 U CN 202223503847U CN 219062332 U CN219062332 U CN 219062332U
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Abstract
The utility model discloses a six-gear two-intermediate-shaft double-high-speed motor pure electric transmission assembly which comprises a first motor, a second motor, a shell, a first motor intermediate shaft, an output shaft and a second motor intermediate shaft, wherein the first motor intermediate shaft, the output shaft and the second motor intermediate shaft are arranged in the shell; a first motor reduction driven gear, a six-gear driving gear, a four-gear driving gear and a two-gear driving gear are sequentially arranged on the first motor intermediate shaft; the intermediate shaft of the second motor is sequentially provided with an output driven gear, a five-gear driving gear, a three-gear driving gear and a first-gear driving gear which are connected with the second motor; the output shaft is provided with a six-gear driven gear, a four-gear driven gear, a five-gear driven gear, a two-gear driven gear, a three-gear driven gear and a first-gear driven gear in sequence at the part in the shell. The gear shifting power is not interrupted: when the gear is switched, one power route is disconnected, the other power route keeps power output, gear shifting power is not interrupted, and driving comfort is improved.
Description
Technical Field
The utility model relates to the technical field of pure electric transmission assemblies, in particular to a six-gear two-intermediate-shaft double-high-speed motor pure electric transmission assembly.
Background
The pure electric transmission assembly comprises a motor and a transmission system (transmission), wherein the motor has a single motor scheme and a double motor scheme, the transmission system has a common gear transmission or a speed reducer, and also has a transmission with a planetary row, and the planetary row has a single row scheme, a double row scheme, a triple row scheme and the like.
In the existing scheme, in the current fuel transition pure electric stage, the system is usually a single low-speed motor+4/6 gear AMT transmission system, a single low-speed motor+rear axle speed reduction differential system, a single high-speed motor+4/6 gear AMT system, a double low-speed motor+4/6 gear AMT system and the like. The single motor and AMT system is provided with only one power source, power interruption exists during gear shifting, driving comfort is affected, and meanwhile, the single motor system is required to be matched with a high-power motor, and the motor is heavy in weight, large in size and high in cost. The gear shifting power compensation can be realized by the two motors of the double low-speed motor system, the driving comfort is good, but the low-speed high-torque motor also has the problems of heavy weight, large volume, high cost and the like.
Disclosure of Invention
Aiming at the problems, the utility model provides a six-gear two-intermediate-shaft double-high-speed motor pure electric transmission assembly, wherein gear shifting power is not interrupted: when the gear is switched, one power route is disconnected, the other power route keeps power output, gear shifting power is not interrupted, and driving comfort is improved.
The utility model adopts the following technical scheme to realize the purposes:
a six-gear two-intermediate-shaft double-high-speed motor pure electric transmission assembly comprises a first motor, a second motor, a shell, a first motor intermediate shaft, an output shaft and a second motor intermediate shaft, wherein the first motor intermediate shaft, the output shaft and the second motor intermediate shaft are arranged in the shell; a first motor reduction driven gear, a six-gear driving gear, a four-gear driving gear and a two-gear driving gear which are connected with the first motor are sequentially arranged on the first motor intermediate shaft; a second motor output driven gear, a five-gear driving gear, a three-gear driving gear and a first-gear driving gear which are connected with the second motor are sequentially arranged on the intermediate shaft of the second motor; the part of the output shaft positioned in the shell is sequentially provided with a six-gear driven gear, a four-gear driven gear, a five-gear driven gear, a two-gear driven gear, a three-gear driven gear and a first-gear driven gear; the six-gear driving gear is meshed with the six-gear driven gear, the five-gear driving gear is meshed with the five-gear driven gear, the four-gear driving gear is meshed with the four-gear driven gear, the three-gear driving gear is meshed with the three-gear driven gear, the two-gear driving gear is meshed with the two-gear driven gear, and the first-gear driving gear is meshed with the first-gear driven gear.
Preferably, the first motor is provided with a first motor input shaft, and the first motor reduction driven gear is connected with the first motor input shaft through a first speed reducer; the first speed reducer comprises a first motor reduction driving gear and a first motor reduction output gear which are meshed with each other, the first motor reduction driving gear is connected with a first motor input shaft, and the first motor reduction output gear is meshed with a first motor reduction driven gear.
Preferably, the second motor is provided with a second motor input shaft, a second motor output driving gear meshed with the second motor output driven gear is arranged beside the second motor output driven gear, and the second motor output driving gear is connected with the second motor input shaft through a second speed reducer; the second speed reducer comprises a second motor reduction driving gear and a second motor reduction driven gear which are meshed with each other, the second motor reduction driving gear is connected with a second motor input shaft, and the second motor reduction driven gear is connected with a second motor output driving gear through a second motor transmission shaft.
Preferably, the second motor transmission shaft is located at the front end of the output shaft in the shell, and the second motor transmission shaft and the output shaft are coaxially arranged, and the second motor reduction driven gear, the first motor reduction output gear and the second motor output driving gear are sequentially installed on the second motor transmission shaft.
Preferably, the output shaft is provided with a first gear shifting tooth holder, a second gear shifting tooth holder and a third gear shifting tooth holder respectively, the first gear shifting tooth holder is located between the six-gear driven gear and the four-gear driven gear, the second gear shifting tooth holder is located between the five-gear driven gear and the two-gear driven gear, and the third gear shifting tooth holder is located between the three-gear driven gear and the one-gear driven gear.
Preferably, the first gear shifting seat is provided with a first gear shifting sleeve in sliding fit with the first gear shifting seat, the second gear shifting seat is provided with a second gear shifting sleeve in sliding fit with the second gear shifting seat, and the third gear shifting seat is provided with a third gear shifting sleeve in sliding fit with the third gear shifting seat.
Preferably, the rear end of the intermediate shaft of the second motor is fixedly connected with a PTO shaft, and the PTO shaft penetrates out of the shell.
The beneficial effects of the utility model are as follows:
according to the six-gear two-intermediate-shaft double-high-speed motor pure electric transmission assembly, by arranging the double motors, gear shifting power is not interrupted: when the gear is switched, one power route is disconnected, the other power route keeps power output, gear shifting power is not interrupted, and driving comfort is improved. Meanwhile, the high-efficiency area of the motor can be better utilized by the arrangement of the gears, the system efficiency is improved, the system is wider in applicable working condition, and the system power consumption is effectively reduced.
Drawings
Fig. 1 is a schematic structural diagram of a six-gear two-intermediate-shaft dual-high-speed motor pure electric transmission assembly according to an embodiment of the present utility model.
In the drawings, 100-a first motor; 200-a second motor; 400-a housing; 110-a first motor input shaft; 111-a first motor reduction drive gear; 112-a first motor reduction output gear; 120-a first motor intermediate shaft; 121-a first motor reduction driven gear; 122-six-gear drive gear; 123-fourth gear drive gear; 124-second gear drive gear; 210-a second motor input shaft; 211-a second motor reduction drive gear; 220-a second motor drive shaft; 221-a second motor reduction driven gear; 222-a second motor output drive gear; 230-a second motor intermediate shaft; 231-a second motor output driven gear; 232-five speed drive gear; 233-three gear drive gear; 234-first gear drive gear; 235-PTO shaft; 300-output shaft; 301-six-gear driven gear; 302-a fourth gear driven gear; 303-a five-gear driven gear; 304-a second gear driven gear; 305-three speed driven gear; 306-a first gear driven gear; 310-a first gear shifting sleeve; 320-a second shift sleeve; 330-third shift sleeve.
Detailed Description
The utility model will be described in detail with reference to fig. 1 and the detailed description.
Referring to fig. 1, the present embodiment provides a six-gear two-intermediate-shaft dual-high-speed motor pure electric transmission assembly, which includes a first motor 100, a second motor 200, a housing 400, a first motor intermediate shaft 120, an output shaft 300 and a second motor intermediate shaft 230, wherein the first motor intermediate shaft 120, the output shaft 300 and the second motor intermediate shaft 230 are disposed in the housing 400, the output shaft 300 is disposed between the first motor intermediate shaft 120 and the second motor intermediate shaft 230, and the rear end of the output shaft 300 penetrates out of the housing 400; a first motor reduction driven gear 121, a six-gear driving gear 122, a four-gear driving gear 123 and a two-gear driving gear 124 which are connected with the first motor 100 are sequentially arranged on the first motor intermediate shaft 120; a second motor output driven gear 231, a five-gear driving gear 232, a three-gear driving gear 233 and a first-gear driving gear 234 which are connected with the second motor 200 are sequentially arranged on the second motor intermediate shaft 230; the part of the output shaft 300 in the shell 400 is sequentially provided with a six-gear driven gear 301, a four-gear driven gear 302, a five-gear driven gear 303, a two-gear driven gear 304, a three-gear driven gear 305 and a first-gear driven gear 306; the six-gear driving gear 122 is meshed with the six-gear driven gear 301, the five-gear driving gear 232 is meshed with the five-gear driven gear 303, the four-gear driving gear 123 is meshed with the four-gear driven gear 302, the three-gear driving gear 233 is meshed with the three-gear driven gear 305, the two-gear driving gear 124 is meshed with the two-gear driven gear 304, and the first-gear driving gear 234 is meshed with the first-gear driven gear 306.
In the present embodiment, the first motor 100 is provided with a first motor input shaft 110, and a first motor reduction driven gear 121 is connected to the first motor input shaft 110 through a first reduction gear; the first decelerator includes a first motor reduction driving gear 111 and a first motor reduction output gear 112 which are engaged with each other, the first motor reduction driving gear 111 is connected to the first motor input shaft 110, and the first motor reduction output gear 112 is engaged with the first motor reduction driven gear 121.
In the present embodiment, the second motor 200 is provided with a second motor input shaft 210, a second motor output driving gear 222 meshed with the second motor output driven gear 231 is provided beside the second motor output driving gear 222, and the second motor output driving gear 222 is connected with the second motor input shaft 210 through a second speed reducer; the second reducer includes a second motor reduction driving gear 211 and a second motor reduction driven gear 221 which are meshed with each other, the second motor reduction driving gear 211 is connected with the second motor input shaft 210, and the second motor reduction driven gear 221 is connected with the second motor output driving gear 222 through the second motor transmission shaft 220.
In the present embodiment, the second motor drive shaft 220 is located at the front end of the output shaft 300 in the housing 400, and the second motor drive shaft 220 is disposed coaxially with the output shaft 300, and the second motor reduction driven gear 221, the first motor reduction output gear 112, and the second motor output driving gear 222 are sequentially mounted on the second motor drive shaft 220.
In this embodiment, a first gear shifting seat, a second gear shifting seat and a third gear shifting seat are respectively provided on the output shaft 300, the first gear shifting seat is located between the six-gear driven gear 301 and the four-gear driven gear 302, the second gear shifting seat is located between the five-gear driven gear 303 and the two-gear driven gear 304, and the third gear shifting seat is located between the three-gear driven gear 305 and the one-gear driven gear 306.
In this embodiment, the first gear shifting seat is provided with a first gear shifting sleeve 310 in sliding fit with the first gear shifting seat, the second gear shifting seat is provided with a second gear shifting sleeve 320 in sliding fit with the second gear shifting seat, and the third gear shifting seat is provided with a third gear shifting sleeve 330 in sliding fit with the third gear shifting seat.
In the present embodiment, the six-speed driven gear 301, the four-speed driven gear 302, the five-speed driven gear 303, the two-speed driven gear 304, the three-speed driven gear 305, and the first-speed driven gear 306 are all blank on the output shaft 300.
In the present embodiment, the rear end of the second motor intermediate shaft 230 is fixedly connected to the PTO shaft 235, and the PTO shaft 235 passes out of the housing 400.
The gear shifting power of the six-gear two-intermediate-shaft double-high-speed motor pure electric transmission assembly is not interrupted: when the gear is switched, one power route is disconnected, the other power route keeps power output, the gear shifting power is not interrupted, and the driving comfort is improved;
gear implementation mode: the first motor intermediate shaft 120 and the second motor intermediate shaft 230 respectively realize two transmission routes, each of which realizes 3 gears.
The force taking implementation mode comprises the following steps: external take-off is achieved through PTO shaft 235 power take off.
The reverse gear implementation mode comprises the following steps: reverse gear is realized by reversing the motor.
Operation mode and power transmission path:
single motor drive mode:
the first motor 100 or the second motor 200 is independently driven, gear selection is performed according to actual working conditions, and the first motor 100 can realize power output through second gear, fourth gear and sixth gear; the second motor 200 can realize power output through a first gear, a third gear and a fifth gear;
each gear power route:
a first gear: the third gear shifting sleeve 330 is engaged to the right, and the power of the second motor 200 is transmitted to the output shaft 300 for output through the second motor input shaft 210, the second motor reduction driving gear 211, the second motor reduction driven gear 221, the second motor transmission shaft 220, the second motor output driving gear 222, the second motor output driven gear 231, the second motor intermediate shaft 230, the first gear driving gear 234 and the first gear driven gear 306.
Second gear: the second gear shifting sleeve 320 is shifted to the right, and the power of the first motor 100 is transmitted to the output shaft 300 for output through the first motor input shaft 110, the first motor reduction driving gear 111, the first motor reduction output gear 112, the first motor reduction driven gear 121, the first motor intermediate shaft 120, the second gear driving gear 124 and the second gear driven gear 304.
Three gears: the third gear shifting sleeve 330 is engaged to the left, and the power of the second motor 200 is transmitted to the output shaft 300 for output through the second motor input shaft 210, the second motor reduction driving gear 211, the first motor reduction driven gear 221, the second motor transmission shaft 220, the second motor output driving gear 222, the second motor output driven gear 231, the second motor intermediate shaft 230, the third gear driving gear 233 and the third gear driven gear 305.
Fourth gear: the first gear shifting sleeve 310 is engaged to the right, and the power of the first motor 100 is transmitted to the output shaft 300 for output through the first motor input shaft 110, the first motor reduction driving gear 111, the first motor reduction output gear 112, the first motor reduction driven gear 121, the first motor intermediate shaft 120, the fourth gear driving gear 123 and the fourth gear driven gear 302.
Five gears: the second gear shifting sleeve 320 is engaged to the left, and the power of the second motor 200 is transmitted to the output shaft 300 for output through the second motor input shaft 210, the second motor reduction driving gear 211, the first motor reduction driven gear 221, the second motor transmission shaft 220, the second motor output driving gear 222, the second motor output driven gear 231, the second motor intermediate shaft 230, the five-gear driving gear 232 and the five-gear driven gear 303.
Six gears: the first gear shifting sleeve 310 is engaged to the left, and the power of the first motor 100 is transmitted to the output shaft 300 for output through the first motor input shaft 110, the first motor reduction driving gear 111, the first motor reduction output gear 112, the first motor reduction driven gear 121, the first motor intermediate shaft 120, the six-gear driving gear 122 and the six-gear driven gear 301.
Reverse gear: the second motor 200 is reversed to achieve reverse gear, as in the first gear power route.
According to the six-gear two-intermediate-shaft double-high-speed motor pure electric transmission assembly, the high-efficiency area of the motor can be better utilized by the arrangement of a plurality of gears, the system efficiency is improved, the system is wider in applicable working condition, and the system power consumption is effectively reduced.
The power compensation mode is as follows: when any one power route of the first motor 100 or the second motor 200 is shifted, the other power route always keeps power output, and gear shifting power is not interrupted.
The force taking mode is as follows: in any driving mode, power is output from the second motor 200 to the PTO shaft 235 through the second motor input shaft 210, the second motor reduction driving gear 211, the first motor reduction driven gear 221, the second motor transmission shaft 220, the second motor output driving gear 222, the second motor output driven gear 231, the second motor intermediate shaft 230, and the power take-off power is realized.
While the utility model has been described in detail with respect to specific embodiments thereof, it will be apparent to those skilled in the art that various modifications and improvements can be made thereto. Accordingly, such modifications or improvements may be made without departing from the spirit of the utility model and are intended to be within the scope of the utility model as claimed.
Claims (7)
1. The six-gear two-intermediate-shaft double-high-speed motor pure electric transmission assembly is characterized by comprising a first motor (100), a second motor (200), a shell (400), a first motor intermediate shaft (120), an output shaft (300) and a second motor intermediate shaft (230), wherein the first motor intermediate shaft (120), the output shaft (300) and the second motor intermediate shaft (230) are arranged in the shell (400), the output shaft (300) is positioned between the first motor intermediate shaft (120) and the second motor intermediate shaft (230), and the rear end of the output shaft (300) penetrates out of the shell (400); a first motor reduction driven gear (121), a six-gear driving gear (122), a four-gear driving gear (123) and a two-gear driving gear (124) which are connected with the first motor (100) are sequentially arranged on the first motor intermediate shaft (120); a second motor output driven gear (231), a five-gear driving gear (232), a three-gear driving gear (233) and a first-gear driving gear (234) which are connected with the second motor (200) are sequentially arranged on the second motor intermediate shaft (230); the part of the output shaft (300) positioned in the shell (400) is sequentially provided with a six-gear driven gear (301), a four-gear driven gear (302), a five-gear driven gear (303), a two-gear driven gear (304), a three-gear driven gear (305) and a first-gear driven gear (306); the six-gear driving gear (122) is meshed with the six-gear driven gear (301), the five-gear driving gear (232) is meshed with the five-gear driven gear (303), the four-gear driving gear (123) is meshed with the four-gear driven gear (302), the three-gear driving gear (233) is meshed with the three-gear driven gear (305), the two-gear driving gear (124) is meshed with the two-gear driven gear (304), and the first-gear driving gear (234) is meshed with the first-gear driven gear (306).
2. The six-speed two-countershaft dual-high-speed motor pure transmission assembly according to claim 1, wherein the first motor (100) is provided with a first motor input shaft (110), and the first motor reduction driven gear (121) is connected with the first motor input shaft (110) through a first reducer; the first speed reducer comprises a first motor reduction driving gear (111) and a first motor reduction output gear (112) which are meshed with each other, the first motor reduction driving gear (111) is connected with a first motor input shaft (110), and the first motor reduction output gear (112) is meshed with a first motor reduction driven gear (121) with each other.
3. The six-speed two-countershaft dual-high-speed motor pure electric transmission assembly according to claim 1, wherein the second motor (200) is provided with a second motor input shaft (210), a second motor output driving gear (222) meshed with the second motor output driven gear (231) is arranged beside the second motor output driven gear (231), and the second motor output driving gear (222) is connected with the second motor input shaft (210) through a second speed reducer; the second speed reducer comprises a second motor reduction driving gear (211) and a second motor reduction driven gear (221) which are meshed with each other, the second motor reduction driving gear (211) is connected with a second motor input shaft (210), and the second motor reduction driven gear (221) is connected with a second motor output driving gear (222) through a second motor transmission shaft (220).
4. A six-speed two-intermediate-shaft double-high-speed motor pure electric transmission assembly according to claim 3, wherein the second motor transmission shaft (220) is located at the front end of the output shaft (300) in the housing (400), and the second motor transmission shaft (220) is coaxially disposed with the output shaft (300), and the second motor reduction driven gear (221), the first motor reduction output gear (112) and the second motor output driving gear (222) are sequentially mounted on the second motor transmission shaft (220).
5. The six-gear two-countershaft double-high-speed motor pure electric transmission assembly according to claim 1, wherein a first gear shifting toothholder, a second gear shifting toothholder and a third gear shifting toothholder are respectively arranged on the output shaft (300), the first gear shifting toothholder is located between a six-gear driven gear (301) and a four-gear driven gear (302), the second gear shifting toothholder is located between a five-gear driven gear (303) and a two-gear driven gear (304), and the third gear shifting toothholder is located between a three-gear driven gear (305) and a first-gear driven gear (306).
6. The six-gear two-countershaft dual-high-speed motor pure electric transmission assembly according to claim 5, wherein the first gear shifting tooth holder is provided with a first gear shifting tooth sleeve (310) in sliding fit with the first gear shifting tooth holder, the second gear shifting tooth holder is provided with a second gear shifting tooth sleeve (320) in sliding fit with the second gear shifting tooth holder, and the third gear shifting tooth holder is provided with a third gear shifting tooth sleeve (330) in sliding fit with the third gear shifting tooth holder.
7. The six-speed two-countershaft, two-high-speed motor-driven transmission assembly according to claim 1, wherein the rear end of the second motor countershaft (230) is fixedly connected with a PTO shaft (235), the PTO shaft (235) extending out of the housing (400).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223503847.0U CN219062332U (en) | 2022-12-27 | 2022-12-27 | Six keep off two jackshafts double high-speed motor pure electric transmission assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223503847.0U CN219062332U (en) | 2022-12-27 | 2022-12-27 | Six keep off two jackshafts double high-speed motor pure electric transmission assembly |
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| Publication Number | Publication Date |
|---|---|
| CN219062332U true CN219062332U (en) | 2023-05-23 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223503847.0U Active CN219062332U (en) | 2022-12-27 | 2022-12-27 | Six keep off two jackshafts double high-speed motor pure electric transmission assembly |
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| Country | Link |
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| CN (1) | CN219062332U (en) |
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2022
- 2022-12-27 CN CN202223503847.0U patent/CN219062332U/en active Active
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