CN219806704U - Six-gear pure electric assembly with coaxially arranged double main drive motors and two intermediate shafts - Google Patents
Six-gear pure electric assembly with coaxially arranged double main drive motors and two intermediate shafts Download PDFInfo
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- CN219806704U CN219806704U CN202223503814.6U CN202223503814U CN219806704U CN 219806704 U CN219806704 U CN 219806704U CN 202223503814 U CN202223503814 U CN 202223503814U CN 219806704 U CN219806704 U CN 219806704U
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Abstract
The utility model discloses a six-gear pure electric assembly with two intermediate shafts of a coaxially arranged double-main-drive motor, which comprises the following components: the device comprises a first motor, a second motor, a first motor input shaft, a second motor input shaft, an output shaft, a second motor intermediate shaft and a first motor intermediate shaft; the first motor input shaft is a hollow shaft and is sleeved on the second motor input shaft in a hollow mode; the first motor input shaft is in transmission connection with the first motor intermediate shaft, the second motor input shaft is in transmission connection with the second motor intermediate shaft, the second motor input shaft is in transmission connection with the output shaft, the first motor intermediate shaft and the second motor intermediate shaft are respectively in transmission connection with the output shaft, and 6-gear shifting is carried out through the first gear shifting sleeve, the second gear shifting sleeve, the third gear shifting sleeve and the fourth gear shifting sleeve.
Description
Technical Field
The utility model relates to the technical field of new energy automobiles, in particular to a six-gear pure electric assembly with two intermediate shafts and two main drive motors coaxially arranged.
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.
The existing scheme is commonly a single low-speed motor+4/6 gear AMT system, a single high-speed motor+main reduction+4/6 gear AMT system, a double low-speed motor+4/6 gear AMT system and the like. The single motor and AMT system has only one power source, the power is interrupted during gear shifting, the driving comfort is affected, meanwhile, a single motor system needs 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, the power torque of a single motor is reduced, and the comprehensive cost is reduced.
As in patent "CN110027393a", a dual-motor differential compound planetary gear power assembly is disclosed, where two driving machines respectively drive two input bevel gears of a differential, either individually or in combination, and the housing of the differential transmits power to a plurality of rows of mutually linked planetary gear rows, which output power.
However, the above patent has the following drawbacks: the adoption of a plurality of planet rows causes complex system configuration, low flow distribution efficiency, large occupied space, high cost and higher failure rate.
The information disclosed in the background section above is only for enhancement of understanding of the general background of the utility model and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person of ordinary skill in the art.
Disclosure of Invention
The utility model aims to provide a six-gear pure electric assembly with two intermediate shafts of a coaxially arranged double main drive motor, which ensures the compact structure of the system, independent shunting routes, uninterrupted gear shifting power, compact structural arrangement and space saving of new energy vehicle assembly.
In order to achieve the above object, the present utility model has the following technical scheme:
the utility model provides a six keep off pure electric assembly of two jackshafts of coaxial arrangement double main drive motor, includes first motor, second motor jackshaft, output shaft, first motor jackshaft, and first motor and second motor coaxial arrangement, first motor are provided with first motor input shaft, and the second motor is provided with the second motor input shaft, and first motor input shaft is the hollow shaft, and first motor input shaft is empty to be overlapped on the second motor input shaft; the first motor input shaft is sequentially fixed with a fourth gear shifting joint tooth and a first motor reduction driving gear, and the second motor input shaft is sequentially fixed with a fourth gear shifting tooth seat, a second motor reduction driving gear and a six-gear driving gear; a first motor output driven gear, a five-gear driving gear, a three-gear driving gear and a first-gear driving gear are sequentially fixed on the first motor intermediate shaft; a second motor reduction driven gear, a four-gear driving gear and a two-gear driving gear are sequentially fixed on the second motor intermediate shaft; the output shaft is sequentially provided with a third gear shifting toothholder, a fourth gear driven gear, a fifth gear driven gear, a second gear shifting toothholder, a second gear driven gear, a third gear driven gear, a first gear shifting toothholder and a first gear driven gear; the third gear shifting tooth seat, the second gear shifting tooth seat and the first gear shifting tooth seat are respectively fixed on the output shaft, and the four-gear driven gear, the five-gear driven gear, the two-gear driven gear, the three-gear driven gear and the first-gear driven gear are respectively sleeved on the output shaft in a hollow mode; the first motor output driven gear, the five-gear driving gear, the three-gear driving gear and the first-gear driving gear are respectively meshed with the first motor reduction driving gear, the five-gear driven gear, the three-gear driven gear and the first-gear driven gear; the fourth gear shifting tooth seat is in transmission or disconnection with the first motor reduction driving gear through a fourth gear shifting tooth sleeve; the third gear shifting tooth seat is respectively in transmission or disconnection with the six-gear driving gear and the four-gear driven gear through a third gear shifting tooth sleeve; the second gear shifting tooth seat is respectively in transmission or disconnection with the five-gear driven gear and the two-gear driven gear through a second gear shifting tooth sleeve; the first gear shifting tooth seat is respectively in transmission or disconnection with the three-gear driven gear and the first-gear driven gear through the first gear shifting tooth sleeve.
Specifically, the rear end of the first motor intermediate shaft is also fixed with a PTO shaft.
The motor comprises a shell, a first motor, a second motor intermediate shaft, an output shaft and a first motor intermediate shaft, wherein the first motor and the second motor are both positioned outside the shell; the fourth gear shifting tooth seat, the fourth gear shifting tooth sleeve and the fourth gear shifting joint tooth are all arranged outside the shell between the first motor and the second motor.
Specifically, the fourth gear shifting sleeve, the third gear shifting sleeve, the second gear shifting sleeve and the first gear shifting sleeve are all in sliding switching through an electric control mode.
The utility model has the beneficial effects that:
1. the scheme ensures that the system has compact structure: the first motor and the second motor are coaxially arranged, the input shaft of the first motor is a hollow shaft, and the hollow shaft is sleeved on the input shaft of the second motor, so that the transverse space compactness and the longitudinal space compactness of the system are considered;
2. the scheme has high power splitting efficiency: the double motors respectively realize power output through two independent transmission routes, can be independently driven by a single motor and can be jointly driven by the double motors;
3. the power of shifting is not interrupted in this scheme: 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;
4. gear realization modes are rich: two intermediate shafts respectively realize two transmission routes, and each transmission route realizes 3 gears;
5. the method comprises the following steps of: external power take-off is achieved through PTO shaft power take-off.
Drawings
Fig. 1 is a schematic diagram of a six-gear pure electric assembly with two intermediate shafts of a coaxially arranged double-main-drive motor.
In the figure, 100-first motor; 110-a first motor input shaft; 112-a first motor reduction drive gear; 113-fourth shift engagement tooth; 120-a first motor intermediate shaft; 121-a first gear driving gear; 122-a first motor reduction driven gear; 123-three gear drive gear; 124-PTO shaft; 125-five gear a drive gear; 200-a second motor; 210-a second motor input shaft; 211-a second motor reduction drive gear; 220-a second motor intermediate shaft; 221-a second motor reduction driven gear; 222-a second gear drive gear; 224-fourth gear drive gear; 226-six-gear drive gear; 300-output shaft; 301-a first-gear driven gear; 302-a second gear driven gear; 303-three-gear driven gear; 304-fourth gear driven gear; 305-five-gear driven gear; 310-a first gear shifting sleeve; 320-a second shift sleeve; 330-third shift sleeve; 340-fourth gear shifting sleeve; 400-housing.
Detailed Description
To describe the technical contents of the present utility model in detail, the achieved objects and effects will be described below with reference to the embodiments in conjunction with the accompanying drawings. In the description of the embodiments, it should be understood that terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience in describing the embodiments and simplifying the description, and are not indicative or implying that the apparatus or elements in question must have a particular orientation-be constructed and operated in a particular orientation and therefore should not be construed as limiting the present utility model.
According to the specific embodiment of the scheme, the six-gear pure electric assembly with two intermediate shafts of the coaxially arranged double-main-drive motor mainly comprises: first motor 100, second motor 200, output shaft 300, second motor intermediate shaft 220, first motor intermediate shaft 120, and housing 400.
The output shaft 300, the second motor intermediate shaft 220 and the first motor intermediate shaft 120 are all arranged on the shell 400, the second motor intermediate shaft 220 and the first motor intermediate shaft 120 are respectively arranged on two sides of the output shaft 300 in parallel, the first motor 100 and the second motor 200 are coaxially arranged in the shell 400, the first motor 100 is provided with a first motor input shaft 110, the second motor 200 is provided with a second motor input shaft 210, the first motor input shaft 110 is a hollow shaft, and the first motor input shaft 110 is sleeved on the second motor input shaft 210 in an empty mode; the first motor input shaft 110 and the second motor input shaft 210 extend into the housing 400; the first motor input shaft 110 is in transmission connection with the first motor intermediate shaft 120, the second motor input shaft 210 is in transmission connection with the second motor intermediate shaft 220, the second motor input shaft 210 is in transmission connection with the output shaft 300, the first motor intermediate shaft 120 and the second motor intermediate shaft 220 are respectively in transmission connection with the output shaft 300, and the rear end of the output shaft 300 penetrates out of the shell 400 to be connected with a rear axle.
Specifically, the first motor input shaft 110 extends from two ends of the first motor 100, a first motor reduction driving gear 112 is fixed at one end of the first motor input shaft 110 extending into the housing 400, and a fourth gear-shifting engagement tooth 113 is fixed at one end of the first motor input shaft 110 located outside the housing 400; a fourth gear shifting tooth seat is fixed at the part of the second motor input shaft 210 positioned outside the shell 400, and a second motor reduction driving gear 211 and a six-gear driving gear 226 are sequentially fixed at the part extending into the shell 400; as seen in fig. 1, the fourth shift abutment, the fourth shift engagement tooth 113 is located between the first motor 100, the second motor 200.
A first motor output driven gear 122, a five-gear driving gear 125, a three-gear driving gear 123 and a first-gear driving gear 121 are sequentially fixed on the first motor intermediate shaft 120;
a second motor reduction driven gear 221, a fourth-gear driving gear 224 and a second-gear driving gear 222 are sequentially fixed on the second motor intermediate shaft 220;
the output shaft 300 is sequentially provided with a third gear shifting toothholder, a fourth gear driven gear 304, a fifth gear driven gear 305, a second gear shifting toothholder, a second gear driven gear 302, a third gear driven gear 303, a first gear shifting toothholder and a first gear driven gear 301; the third gear shifting tooth seat, the second gear shifting tooth seat and the first gear shifting tooth seat are respectively fixed on the output shaft 300, and the four-gear driven gear 304, the five-gear driven gear 305, the two-gear driven gear 302, the three-gear driven gear 303 and the first-gear driven gear 301 are respectively sleeved on the output shaft 300 in a hollow mode;
the second motor reduction driven gear 221, the fourth gear driving gear 224 and the second gear driving gear 222 are respectively meshed with the second motor reduction driving gear 211, the fourth gear driven gear 304 and the second gear driven gear 302, and the first motor output driven gear 122, the fifth gear driving gear 125, the third gear driving gear 123 and the first gear driving gear 121 are respectively meshed with the first motor reduction driving gear 112, the fifth gear driven gear 305, the third gear driven gear 303 and the first gear driven gear 301;
the fourth shifting toothholder is transmitted or disconnected with the fourth shifting joint tooth 113 through a fourth shifting toothsleeve 340; the third gear shifting tooth seat is respectively in transmission or disconnection with the six-gear driving gear 226 and the four-gear driven gear 304 through a third gear shifting tooth sleeve 330; the second gear shifting tooth seat is respectively in transmission or disconnection with the five-gear driven gear 305 and the two-gear driven gear 302 through a second gear shifting tooth sleeve 320; the first gear shifting seat is respectively in transmission or disconnection with the three-gear driven gear 303 and the first-gear driven gear 301 through the first gear shifting sleeve 310. The tooth seat and the gear shifting sleeve can be connected through a spline.
In this embodiment, a PTO shaft 124 is also fixed to the rear end of the first motor intermediate shaft 120 for power take-off.
In this embodiment, the fourth gear shifting sleeve 340, the third gear shifting sleeve 330, the second gear shifting sleeve 320, and the first gear shifting sleeve 310 all realize sliding switching through an electric control manner.
The operation mode and the power transmission path of the present embodiment are as follows:
single motor drive mode:
the fourth gear shifting sleeve 340 is in a disengaged state, 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 first gear, third gear and fifth gear; the second motor 200 can realize power output through a second gear, a fourth gear and a sixth gear;
dual motor drive mode one:
the fourth gear shifting sleeve 340 is in a disengaged state, the first motor 100 and the second motor 200 jointly output power at different rotation speeds according to a speed ratio relation through different gears, and combined driving of 1+2 gears, 2+3 gears, 3+4 gears, 4+5 gears and 5+6 gears can be realized;
two motor drive modes:
the fourth gear sleeve 340 is in an engaged state, and the dual motors are in a same rotation speed state at this time, so that power can be jointly output through any gear.
Each gear power route:
a first 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 112, the first motor reduction driven gear 122, the first motor intermediate shaft 120, the first gear driving gear 121 and the first gear driven gear 301.
Second gear: the second gear shifting sleeve 320 is shifted 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 intermediate shaft 220, the second gear driving gear 222 and the second gear driven gear 302.
Three 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 112, the first motor reduction driven gear 122, the first motor intermediate shaft 120, the third gear driving gear 123 and the third gear driven gear 303.
Fourth 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 intermediate shaft 220, the fourth gear driving gear 224 and the fourth gear driven gear 304.
Five gears: the second gear shifting sleeve 320 is shifted leftwards, 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 112, the first motor reduction driven gear 122, the first motor intermediate shaft 120, the five-gear driving gear 125 and the five-gear driven gear 305.
Six gears: the third shift collar 330 is engaged to the left and the second motor power 200 is transmitted to the output shaft 300 via the second motor input shaft 210 for output.
Reverse gear: and the motor is reversed to realize reverse gear in the same way as the first-gear power route.
The efficient area of motor can be better utilized in a plurality of gear settings, improves system efficiency, and the system is applicable operating mode wider, effectively reduces the system power consumption.
The power compensation mode is as follows: when any one power route gear of the first motor/the second motor is switched, 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 first motor 100 to the PTO shaft 124 through the first motor input shaft 110, the first motor reduction driving gear 112, the first motor reduction driven gear 122, the first motor intermediate shaft 120, and power take-off is achieved.
In summary, the first motor and the second motor are coaxially arranged, the input shaft of the first motor is a hollow shaft, and the first motor is sleeved on the input shaft of the second motor, so that the transverse space compactness and the longitudinal space compactness of the system are considered, meanwhile, two independent transmission routes are adopted by the double motors to respectively realize power output, each transmission route realizes 3 gears, namely, the two motors can respectively control three gears, the split efficiency is high, the single motor can be used for driving, and the double motors can be used for driving together, therefore, when the gears are switched, one power route is disconnected, the other power route can keep power output, the gear shifting power is ensured not to be interrupted, and the driving comfort is improved; in addition, the embodiment also utilizes the power output of the PTO shaft to realize external power taking, compared with the prior art, the planetary gear set is not needed, the cost is comprehensively reduced, and finally the aim of the embodiment is achieved.
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 (4)
1. The utility model provides a six fender pure electric assembly of two jackshafts of coaxial arrangement double-main driving motor, includes first motor (100), second motor (200), second motor jackshaft (220), output shaft (300), first motor jackshaft (120), its characterized in that:
the first motor (100) and the second motor (200) are coaxially arranged, the first motor (100) is provided with a first motor input shaft (110), the second motor (200) is provided with a second motor input shaft (210), the first motor input shaft (110) is a hollow shaft, and the first motor input shaft (110) is sleeved on the second motor input shaft (210);
a fourth gear shifting joint tooth (113) and a first motor reduction driving gear (112) are sequentially fixed on the first motor input shaft (110), and a fourth gear shifting tooth seat, a second motor reduction driving gear (211) and a six-gear driving gear (226) are sequentially fixed on the second motor input shaft (210);
a first motor output driven gear (122), a five-gear driving gear (125), a three-gear driving gear (123) and a first-gear driving gear (121) are sequentially fixed on the first motor intermediate shaft (120);
a second motor reduction driven gear (221), a four-gear driving gear (224) and a two-gear driving gear (222) are sequentially fixed on the second motor intermediate shaft (220);
the output shaft (300) is sequentially provided with a third gear shifting tooth seat, a fourth gear driven gear (304), a fifth gear driven gear (305), a second gear shifting tooth seat, a second gear driven gear (302), a third gear driven gear (303), a first gear shifting tooth seat and a first gear driven gear (301); the third gear shifting tooth seat, the second gear shifting tooth seat and the first gear shifting tooth seat are respectively fixed on an output shaft (300), and a four-gear driven gear (304), a five-gear driven gear (305), a two-gear driven gear (302), a three-gear driven gear (303) and a first-gear driven gear (301) are respectively sleeved on the output shaft (300) in a hollow mode;
the second motor speed reduction driven gear (221), the fourth-gear driving gear (224) and the second-gear driving gear (222) are respectively meshed with the second motor speed reduction driving gear (211), the fourth-gear driven gear (304) and the second-gear driven gear (302), and the first motor output driven gear (122), the fifth-gear driving gear (125), the third-gear driving gear (123) and the first-gear driving gear (121) are respectively meshed with the first motor speed reduction driving gear (112), the fifth-gear driven gear (305), the third-gear driven gear (303) and the first-gear driven gear (301);
the fourth gear shifting tooth seat is in transmission or disconnection with the fourth gear shifting joint tooth (113) through a fourth gear shifting tooth sleeve (340); the third gear shifting tooth seat is respectively in transmission or disconnection with the six-gear driving gear (226) and the four-gear driven gear (304) through a third gear shifting tooth sleeve (330); the second gear shifting tooth seat is respectively in transmission or disconnection with the five-gear driven gear (305) and the two-gear driven gear (302) through a second gear shifting tooth sleeve (320); the first gear shifting tooth seat is respectively in transmission or disconnection with the three-gear driven gear (303) and the first-gear driven gear (301) through a first gear shifting tooth sleeve (310).
2. The six-gear pure electric assembly with two intermediate shafts of coaxially arranged double main drive motors as claimed in claim 1, wherein: the rear end of the first motor intermediate shaft (120) is also fixed with a PTO shaft (124).
3. The six-gear pure electric assembly with two intermediate shafts of coaxially arranged double main drive motors as claimed in claim 1, wherein: the motor further comprises a shell (400), wherein the first motor (100) and the second motor (200) are both positioned outside the shell (400), the second motor intermediate shaft (220), the output shaft (300) and the first motor intermediate shaft (120) are both positioned in the shell (400), and the first motor input shaft (110) and the second motor input shaft (210) are both partially extended into the shell (400); the fourth gear shifting tooth seat, the fourth gear shifting tooth sleeve (340) and the fourth gear shifting joint tooth (113) are all arranged outside a shell (400) between the first motor (100) and the second motor (200).
4. The six-gear pure electric assembly with two intermediate shafts of coaxially arranged double main drive motors as claimed in claim 1, wherein: the fourth gear shifting sleeve (340), the third gear shifting sleeve (330), the second gear shifting sleeve (320) and the first gear shifting sleeve (310) are in sliding switching through an electric control mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223503814.6U CN219806704U (en) | 2022-12-27 | 2022-12-27 | Six-gear pure electric assembly with coaxially arranged double main drive motors and two intermediate shafts |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223503814.6U CN219806704U (en) | 2022-12-27 | 2022-12-27 | Six-gear pure electric assembly with coaxially arranged double main drive motors and two intermediate shafts |
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| Publication Number | Publication Date |
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| CN219806704U true CN219806704U (en) | 2023-10-10 |
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| CN202223503814.6U Active CN219806704U (en) | 2022-12-27 | 2022-12-27 | Six-gear pure electric assembly with coaxially arranged double main drive motors and two intermediate shafts |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118651053A (en) * | 2024-08-06 | 2024-09-17 | 清华大学 | Multi-mode driving structure, multi-mode driving assembly and vehicle |
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- 2022-12-27 CN CN202223503814.6U patent/CN219806704U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118651053A (en) * | 2024-08-06 | 2024-09-17 | 清华大学 | Multi-mode driving structure, multi-mode driving assembly and vehicle |
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