CN219988976U - Coaxial arrangement double-intermediate shaft four-gear pure electric transmission assembly of double-high-speed motor - Google Patents

Abstract

The utility model discloses a coaxial double-intermediate shaft four-gear pure electric transmission assembly of a double-high-speed 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 first motor intermediate shaft and the second motor intermediate shaft are respectively in transmission connection with the output shaft, and 4 gears are shifted through the first gear sleeve, the second gear sleeve, the third gear sleeve and the fourth gear sleeve.

Description

Coaxial arrangement double-intermediate shaft four-gear pure electric transmission assembly of double-high-speed motor

Technical Field

The utility model relates to the technical field of new energy automobiles, in particular to a coaxial double-high-speed motor double-intermediate shaft four-gear 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.

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 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, 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 dividing efficiency, large occupied space of the length of the main shaft, 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 compact system structure, independent split flow paths, uninterrupted gear shifting power, compact structural arrangement and axial length space saving.

In order to achieve the above object, the present utility model has the following technical scheme:

the utility model provides a coaxial arrangement dual high-speed motor double jackshaft four-gear pure electric transmission assembly, includes first motor, second motor, first motor jackshaft, second motor jackshaft, output shaft, 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 the second motor input shaft is the hollow shaft, and second motor input shaft sky overlaps on first motor input shaft; the first motor input shaft is fixed with a first motor first-stage reduction driving gear; the first motor intermediate shaft is sequentially provided with a first motor first-stage reduction driven gear, a first motor fourth-gear driving gear, a second gear shifting tooth seat, a first motor third-gear driving gear, a first motor second-gear driving gear, a first gear shifting tooth seat and a first motor first-gear driving gear; the first motor first-stage reduction driven gear, the second gear shifting tooth seat and the first gear shifting tooth seat are respectively fixed on a first motor intermediate shaft, and a first motor four-gear driving gear, a first motor three-gear driving gear, a first motor two-gear driving gear and a first motor first-gear driving gear are respectively sleeved on the first motor intermediate shaft in a hollow mode; the first-stage reduction driven gear of the second motor, the fourth-gear driving gear of the second motor, the fourth gear shifting toothholder, the third-gear driving gear of the second motor, the second-gear driving gear of the second motor, the third gear shifting toothholder and the first-gear driving gear of the second motor are sequentially arranged on the intermediate shaft of the second motor; the first-stage reduction driven gear, the fourth gear shifting tooth seat and the third gear shifting tooth seat of the second motor are respectively fixed on a second motor intermediate shaft, and the fourth gear driving gear, the third gear driving gear, the second gear driving gear and the first gear driving gear of the second motor are respectively sleeved on the second motor intermediate shaft in a hollow mode; the output shaft is sequentially fixed with a four-gear driven wheel, a three-gear driven gear, a two-gear driven gear and a first-gear driven gear; the first motor first-stage reduction driven gear, the first motor fourth-gear driving gear, the first motor third-gear driving gear, the first motor second-gear driving gear and the first motor first-gear driving gear are respectively meshed with the first motor first-stage reduction driving gear, the fourth-gear driven gear, the third-gear driven gear, the second-gear driven gear and the first-gear driven gear, and the second motor first-stage reduction driven gear, the second motor fourth-gear driving gear, the second motor third-gear driving gear, the second motor second-gear driving gear and the second motor first-gear driving gear are respectively meshed with the second motor first-stage reduction driving gear, the fourth-gear driven gear, the third-gear driven gear, the second-gear driven gear and the first-gear driven gear; the first gear shifting tooth seat is respectively in transmission or disconnection with the second-gear driving gear of the first motor and the first-gear driving gear of the first motor through a first gear shifting tooth sleeve; the second gear shifting tooth seat is respectively in transmission or disconnection with the first motor four-gear driving gear and the first motor three-gear driving gear through a second gear shifting tooth sleeve; the third gear shifting tooth seat is respectively in transmission or disconnection with the second motor second gear driving gear and the second motor first gear driving gear through a third gear shifting tooth sleeve; the fourth gear shifting tooth seat is respectively in transmission or disconnection with the second motor four-gear driving gear and the second motor three-gear driving gear through a fourth gear shifting tooth sleeve.

Specifically, the rear end of the first motor intermediate shaft is provided with a power takeoff interface.

Specifically, the motor further comprises a shell, and the first motor, the second motor, the first motor intermediate shaft, the second motor intermediate shaft and the output shaft are all located in the shell.

Specifically, the first gear shifting sleeve, the second gear shifting sleeve, the third gear shifting sleeve and the fourth 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 first motor input shaft is a hollow shaft, the first motor input shaft is sleeved on the second motor input shaft, and the space optimization arrangement scheme is adopted, so that the overall dimension of the assembly system is effectively reduced;

2. this scheme has reduced the length of output shaft: by adopting the arrangement mode of the double intermediate shafts, each gear can be arranged in the double intermediate shafts in a staggered way, namely, the axial length of the assembly is shortened, so that the whole space utilization rate of the structure lifting system is optimized;

3. 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;

4. 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;

5. gear realization modes are rich: two transmission routes are respectively realized by the two intermediate shafts, and 4 gears are realized by each transmission route.

Drawings

FIG. 1 is a schematic illustration of a coaxially disposed dual high speed motor dual countershaft, four speed transmission assembly according to the present utility model.

In the figure, 100-first motor; 110-a first motor input shaft; 111-a first motor primary reduction drive gear; 112-first motor primary reduction driven gear; 120-a first motor intermediate shaft; 121-a first motor first gear driving gear; 122-a first motor second gear drive gear; 123-a first motor three-gear drive gear; 124-first motor fourth gear drive gear; 125-power takeoff interface; 200-a second motor; 210-a second motor input shaft; 211-a first-stage reduction driving gear of a second motor; 212-a first-stage reduction driven gear of a second motor; 220-a second motor intermediate shaft; 221-a second motor first gear driving gear; 222-a second motor second gear drive gear; 223-second motor three-gear drive gear; 224-second motor fourth gear drive gear; 301-a first gear shifting sleeve; 302-a second shift sleeve; 303-a third shift sleeve; 304-fourth shift sleeve; 420-output shaft; 421-a first gear driven gear; 422-second gear driven gear; 423-three-gear driven gear; 424-fourth gear driven wheel; 500-a shell.

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 coaxial double-intermediate shaft four-gear pure electric transmission assembly of the double-high-speed motor mainly comprises: first motor 100, second motor 200, first motor intermediate shaft 120, second motor intermediate shaft 220, output shaft 420, and housing 500.

The first motor 100, the second motor 200, the first motor intermediate shaft 120, the second motor intermediate shaft 220 and the output shaft 420 are all positioned in the shell 500, wherein the first motor intermediate shaft 120 and the second motor intermediate shaft 220 are respectively arranged at two sides of the output shaft 420 in parallel;

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 second motor input shaft 210 is a hollow shaft, and the second motor input shaft 210 is sleeved on the first motor input shaft 110 in a hollow mode;

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 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 500 to be connected with a rear axle.

Specifically, the first motor input shaft 110 extends from the end of the second motor input shaft 210, the second motor input shaft 210 is fixed with a second motor primary reduction driving gear 211, and the first motor input shaft 110 is fixed with a first motor primary reduction driving gear 111;

the first motor intermediate shaft 120 is provided with a first motor first-stage reduction driven gear 112, a first motor fourth-gear driving gear 124, a second gear shifting tooth seat, a first motor third-gear driving gear 123, a first motor second-gear driving gear 122, a first gear shifting tooth seat and a first motor first-gear driving gear 121 in sequence; the first motor first-stage reduction driven gear 112, the second gear shifting tooth seat and the first gear shifting tooth seat are respectively fixed on the first motor intermediate shaft 120, and the first motor fourth-gear driving gear 124, the first motor third-gear driving gear 123, the first motor second-gear driving gear 122 and the first motor first-gear driving gear 121 are respectively sleeved on the first motor intermediate shaft 120 in a hollow manner;

the second motor intermediate shaft 220 is provided with a second motor first-stage reduction driven gear 212, a second motor fourth-gear driving gear 224, a fourth gear shifting tooth seat, a second motor third-gear driving gear 223, a second motor second-gear driving gear 222, a third gear shifting tooth seat and a second motor first-gear driving gear 221 in sequence; the first-stage reduction driven gear 212, the fourth gear shifting tooth seat and the third gear shifting tooth seat of the second motor are respectively fixed on the second motor intermediate shaft 220, and the second motor four-gear driving gear 224, the second motor three-gear driving gear 223, the second motor two-gear driving gear 222 and the second motor one-gear driving gear 221 are respectively sleeved on the second motor intermediate shaft 220 in a hollow mode;

the output shaft 420 is sequentially fixed with a fourth-gear driven wheel 424, a third-gear driven gear 423, a second-gear driven gear 422 and a first-gear driven gear 421;

the first motor first-stage reduction driven gear 112, the first motor fourth-stage driving gear 124, the first motor third-stage driving gear 123, the first motor second-stage driving gear 122 and the first motor first-stage driving gear 121 are respectively meshed with the first motor first-stage reduction driving gear 111, the fourth-stage driven gear 424, the third-stage driven gear 423, the second-stage driven gear 422 and the first-stage driven gear 421, and the second motor first-stage reduction driven gear 212, the second motor fourth-stage driving gear 224, the second motor third-stage driving gear 223, the second motor second-stage driving gear 222 and the second motor first-stage driving gear 221 are respectively meshed with the second motor first-stage reduction driving gear 211, the fourth-stage driven gear 424, the third-stage driven gear 423, the second-stage driven gear 422 and the first-stage driven gear 421;

the first gear shifting tooth seat is respectively in transmission or disconnection with the first motor second-gear driving gear 122 and the first motor first-gear driving gear 121 through a first gear shifting tooth sleeve 301; the second gear shifting tooth seat is respectively in transmission or disconnection with the first motor four-gear driving gear 124 and the first motor three-gear driving gear 123 through a second gear shifting tooth sleeve 302; the third gear shifting tooth seat is respectively in transmission or disconnection with the second motor second-gear driving gear 222 and the second motor first-gear driving gear 221 through a third gear shifting tooth sleeve 303; the fourth gear shifting tooth seat is respectively in transmission or disconnection with the second motor four-gear driving gear 224 and the second motor three-gear driving gear 223 through a fourth gear shifting tooth sleeve 304. The tooth seat and the gear shifting sleeve can be connected through a spline.

In this embodiment, the rear end of the first motor intermediate shaft 120 is provided with a power take-off interface 125 for taking off power.

In this embodiment, the first gear shifting sleeve 301, the second gear shifting sleeve 302, the third gear shifting sleeve 303 and the fourth gear shifting sleeve 304 all realize sliding switching in an electric control manner.

The operation mode and the power transmission path of the present embodiment are as follows:

single motor drive mode:

the first motor 100 or the second motor 200 is separately driven. When the first motor 100 is driven independently, the third gear shifting sleeve 303 and the fourth gear shifting sleeve 304 are at the middle positions; the first gear shifting sleeve 301 and the second gear shifting sleeve 302 can select 1/2/3/4 arbitrary gear to be engaged according to the actual working condition; when the second motor 200 is independently driven, the first gear shifting sleeve 301 and the second gear shifting sleeve are arranged at the middle position, and the third gear shifting sleeve 303 and the fourth gear shifting sleeve 304 can select 1/2/3/4 to be in gear according to the actual working condition.

Dual motor drive mode:

the first motor 100 and the second motor 200 are driven simultaneously, and can realize combined driving of 1+1 gear, 1+2 gear, 2+2 gear, 2+3 gear, 3+3 gear, 3+4 gear and 4+4 gear;

each gear power route: the first motor path is identical to the second motor path, and the first motor path is taken as an example:

a first gear: the first gear shifting sleeve 301 is engaged to the right, and the power of the first motor 100 is transmitted to the output shaft 420 for output through the first motor input shaft 110, the first motor first-stage reduction driving gear 111, the first motor first-stage reduction driven gear 112, the first motor intermediate shaft 120, the first motor first-stage driving gear 121 and the first-stage driven gear 421.

Second gear: the first gear shifting sleeve 301 is engaged to the left, and the power of the first motor 100 is transmitted to the output shaft 420 for output through the first motor input shaft 110, the first motor primary reduction driving gear 111, the first motor primary reduction driven gear 112, the first motor intermediate shaft 120, the first motor secondary driving gear 122 and the secondary driven gear 422.

Three gears: the second gear shifting sleeve 302 is engaged to the right, and the power of the first motor 100 is transmitted to the output shaft 420 for output through the first motor input shaft 110, the first motor primary reduction driving gear 111, the first motor primary reduction driven gear 112, the first motor intermediate shaft 120, the first motor three-gear driving gear 123 and the three-gear driven gear 423.

Fourth gear: the second gear shifting sleeve 302 is engaged to the left, and the power of the first motor 100 is transmitted to the output shaft 420 for output through the first motor input shaft 110, the first motor primary reduction driving gear 111, the first motor primary reduction driven gear 112, the first motor intermediate shaft 120, the first motor four-gear driving gear 124 and the four-gear driven gear 424.

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 100/the second motor 200 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, the power of the first motor 100 is output to the first motor intermediate shaft 120 through the first motor input shaft 110, the first motor primary reduction driving gear 111 and the first motor primary reduction driven gear 112, and the power take-off power output is realized through a power take-off interface at the rear end of the first motor intermediate shaft 120.

In summary, in the embodiment, the first motor and the second motor are coaxially arranged, the input shaft of the first motor is a hollow shaft, the first motor is sleeved on the input shaft of the second motor, and the external dimension of the assembly system is effectively reduced by adopting a space optimization arrangement scheme; meanwhile, by adopting the arrangement mode of the double intermediate shafts, each gear can be arranged in the double intermediate shafts in a staggered way, namely, the axial length of the assembly is shortened, so that the overall space utilization rate of the structural lifting system is optimized; the double motors are respectively used for realizing power output by adopting two independent transmission routes, each transmission route is used for realizing 4 gears, the split efficiency is high, the double motors can be used for driving by a single motor, and the double motors can also be used for driving together, so that when the gears are switched, one power route is disconnected, the other power route can be used for keeping power output, the gear shifting power is not interrupted, and the driving comfort is improved; in addition, the external force can be achieved, compared with the prior art, the planetary gear set is not needed, the cost is comprehensively reduced, and finally the purpose 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 coaxial arrangement dual high-speed motor double jackshaft four keeps off pure electric transmission assembly, includes first motor (100), second motor (200), first motor jackshaft (120), second motor jackshaft (220), output shaft (420), 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 second motor input shaft (210) is a hollow shaft, and the second motor input shaft (210) is sleeved on the first motor input shaft (110);

the second motor input shaft (210) is fixed with a second motor primary reduction driving gear (211), and the first motor input shaft (110) is fixed with a first motor primary reduction driving gear (111);

a first motor first-stage reduction driven gear (112), a first motor fourth-gear driving gear (124), a second gear shifting toothholder, a first motor third-gear driving gear (123), a first motor second-gear driving gear (122), a first gear shifting toothholder and a first motor first-gear driving gear (121) are sequentially arranged on the first motor intermediate shaft (120); the first motor first-stage reduction driven gear (112), the second gear shifting tooth seat and the first gear shifting tooth seat are respectively fixed on a first motor intermediate shaft (120), and a first motor four-gear driving gear (124), a first motor three-gear driving gear (123), a first motor two-gear driving gear (122) and a first motor first-gear driving gear (121) are respectively sleeved on the first motor intermediate shaft (120) in a hollow mode;

a first-stage reduction driven gear (212), a fourth-gear driving gear (224), a fourth gear shifting toothholder, a third-gear driving gear (223), a second-gear driving gear (222), a third gear shifting toothholder and a first-gear driving gear (221) of the second motor are sequentially arranged on the second motor intermediate shaft (220); the first-stage reduction driven gear (212), the fourth gear shifting tooth seat and the third gear shifting tooth seat of the second motor are respectively fixed on a second motor intermediate shaft (220), and a second motor four-gear driving gear (224), a second motor three-gear driving gear (223), a second motor two-gear driving gear (222) and a second motor one-gear driving gear (221) are respectively sleeved on the second motor intermediate shaft (220) in a hollow mode;

a fourth-gear driven wheel (424), a third-gear driven gear (423), a second-gear driven gear (422) and a first-gear driven gear (421) are sequentially fixed on the output shaft (420);

the first motor first-stage reduction driven gear (112), the first motor fourth-stage driving gear (124), the first motor third-stage driving gear (123), the first motor second-stage driving gear (122) and the first motor first-stage driving gear (121) are respectively meshed with the first motor first-stage reduction driving gear (111), the fourth-stage driven gear (424), the third-stage driven gear (423), the second-stage driven gear (422) and the first-stage driven gear (421), and the second motor first-stage reduction driven gear (212), the second motor fourth-stage driving gear (224), the second motor third-stage driving gear (223), the second motor second-stage driving gear (222) and the second motor first-stage driving gear (221) are respectively meshed with the second motor first-stage reduction driving gear (211), the fourth-stage driven gear (424), the third-stage driven gear (423), the second-stage driven gear (422) and the first-stage driven gear (421);

the first gear shifting tooth seat is respectively in transmission or disconnection with the first motor second-gear driving gear (122) and the first motor first-gear driving gear (121) through a first gear shifting tooth sleeve (301); the second gear shifting tooth seat is respectively in transmission or disconnection with the first motor four-gear driving gear (124) and the first motor three-gear driving gear (123) through a second gear shifting tooth sleeve (302); the third gear shifting tooth seat is respectively in transmission or disconnection with a second motor second-gear driving gear (222) and a second motor first-gear driving gear (221) through a third gear shifting tooth sleeve (303); the fourth gear shifting tooth seat is respectively in transmission or disconnection with the second motor four-gear driving gear (224) and the second motor three-gear driving gear (223) through a fourth gear shifting tooth sleeve (304).

2. A coaxially arranged dual high speed motor dual countershaft, four speed, full range transmission assembly as defined in claim 1 wherein: the rear end of the first motor intermediate shaft (120) is provided with a power takeoff interface (125).

3. A coaxially arranged dual high speed motor dual countershaft, four speed, full range transmission assembly as defined in claim 1 wherein: the motor further comprises a shell (500), and the first motor (100), the second motor (200), the first motor intermediate shaft (120), the second motor intermediate shaft (220) and the output shaft (420) are all located in the shell (500).

4. A coaxially arranged dual high speed motor dual countershaft, four speed, full range transmission assembly as defined in claim 1 wherein: the first gear shifting sleeve (301), the second gear shifting sleeve (302), the third gear shifting sleeve (303) and the fourth gear shifting sleeve (304) realize sliding switching in an electric control mode.