CN220031681U - Novel double-motor staggered power transmission structure - Google Patents
Novel double-motor staggered power transmission structure Download PDFInfo
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- CN220031681U CN220031681U CN202320844116.8U CN202320844116U CN220031681U CN 220031681 U CN220031681 U CN 220031681U CN 202320844116 U CN202320844116 U CN 202320844116U CN 220031681 U CN220031681 U CN 220031681U
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Abstract
The utility model discloses a novel double-motor staggered power transmission structure, which relates to the field of mechanical structures of double-motor driving systems of new energy automobiles and comprises a right power system and a left power system, wherein a right gearbox input shaft and a left gearbox input shaft, a right gearbox output shaft and a left gearbox output shaft are respectively and correspondingly arranged on the same axis side by side, and intermediate shafts on the left side and the right side are respectively arranged below and above the axes of the input shafts on the two sides. According to the utility model, by arranging the double-motor staggered power transmission electric drive system, the problem that the original single-motor drive system is insufficient in power is solved, and the problem that the driving experience is affected due to gear shifting power interruption and the like is avoided; meanwhile, the staggered shafting structure can perfectly utilize the space of the frame, and is particularly suitable for application with very compact axial space; in addition, the large gear and the small gear of the intermediate shaft are integrated on the same shaft, so that spline connection between the large gear and the shaft is canceled, the precision and the reliability are improved, the structure is simplified, and the cost is reduced.
Description
Technical Field
The utility model relates to the field of mechanical structures of double-motor driving systems of new energy automobiles, in particular to a novel double-motor staggered power transmission structure.
Background
With the acceleration of urban and automobile industry processes, the increasingly serious contradiction between the increasing pollution of atmospheric environment and the gradual exhaustion of petroleum resources is more and more prominent, new energy automobiles are considered as the best choice for solving the contradiction and realizing the transformation and upgrading of automobile industry, the new energy automobiles are rapidly developed in recent years, an electric drive system is used as one of the core components of the new energy automobiles, the driving characteristics of the electric drive system determine the main performance indexes of automobile running, the existing electric drive system mainly uses single motor drive, the power and torque requirements of the drive motor are continuously improved, the motor volume is increased, the whole automobile arrangement is influenced, the comprehensive efficiency is reduced, the performance requirements on the single motor can be reduced by multi-motor drive, the flexibility and the energy utilization rate of the whole automobile component layout are improved, the control performance and the safety of the automobile are improved by a reasonable control method, and with the development of distributed drive control technology, the single motor drive system is gradually replaced by a multi-motor drive system such as double motor drive, three-motor drive or four-motor drive.
The single motor and single gear box system exist at present, but have the problem of insufficient dynamic property, but the single motor system can not always increase the volume to improve the dynamic property due to the limitation of the space of the whole vehicle frame, so the requirement of the high-performance vehicle on the dynamic property can not be met; the single-motor multi-gear gearbox is existing at present, but is difficult to control, high in failure rate and capable of influencing driving experience due to the fact that gear shifting is interrupted; the prior proposal of the double-motor parallel shafting gear box system exists, but the space of the whole vehicle frame is limited, so that the mechanical structure cannot be arranged, and a novel double-motor staggered power transmission structure is provided.
Disclosure of Invention
The utility model aims at: in order to solve the problems that the existing single-motor system is insufficient in dynamic performance and gear shifting is easy to break, driving experience is affected, and a double-motor system is difficult to arrange in a common frame, the novel double-motor staggered power transmission structure is provided.
In order to achieve the above purpose, the present utility model provides the following technical solutions: the novel double-motor staggered power transmission structure comprises a right power system and a left power system, wherein the right power system comprises a right motor rotor assembly, one side of the right motor rotor assembly is fixedly connected with a right gearbox input shaft, the bottom end of the right gearbox input shaft is meshed with a right gearbox intermediate shaft through a gear pair, and the bottom end of the right gearbox intermediate shaft is meshed with a right gearbox output shaft through a gear pair;
the left power system includes:
the left motor rotor assembly is arranged side by side with the right motor rotor assembly, one side of the left motor rotor assembly is fixedly connected with a left gear box input shaft, the top end of the left gear box input shaft is meshed with a left gear box intermediate shaft through a gear pair, and the bottom end of the left gear box intermediate shaft is meshed with a left gear box output shaft through a gear pair;
the right gear box input shaft and the left gear box input shaft are arranged on the same axis side by side, the right gear box output shaft and the left gear box output shaft are arranged on the same axis side by side, and the right gear box intermediate shaft and the left gear box intermediate shaft are respectively arranged below and above the axes of the two side input shafts.
As still further aspects of the utility model: the outer sides of the two ends of the right gearbox input shaft are respectively sleeved with a first bearing and a second bearing; and the outer sides of the two ends of the input shaft of the left gear box are respectively sleeved with a third bearing and a fourth bearing.
As still further aspects of the utility model: an eighth bearing is sleeved on the inner side of one end of the middle shaft of the right gear box, and a fifth bearing is sleeved on the outer side of the other end of the middle shaft of the right gear box; the inner side of one end of the middle shaft of the left gear box is sleeved with a ninth bearing, and the outer side of the other end of the middle shaft of the left gear box is sleeved with a tenth bearing.
As still further aspects of the utility model: an eleventh bearing is sleeved on the inner side of one end of the right gearbox output shaft, and a sixth bearing is sleeved on the outer side of the other end of the right gearbox output shaft; the inside of one end of the left gear box output shaft is sleeved with a twelfth bearing, and the outside of the other end of the left gear box output shaft is sleeved with a seventh bearing.
As still further aspects of the utility model: the right gear box jackshaft and the left gear box jackshaft constitute by one end gear wheel, one end pinion and intermediate connecting axle, the gear wheel one end and the right gear box input shaft meshing of right gear box jackshaft, the pinion one end and the right gear box output shaft meshing of right gear box jackshaft, the gear wheel one end and the left gear box input shaft meshing of left gear box jackshaft, the pinion one end and the left gear box output shaft meshing of right gear box jackshaft.
As still further aspects of the utility model: the second bearing is close to one end of the third bearing, and the right gear box output shaft is close to one end of the left gear box output shaft.
Compared with the prior art, the utility model has the beneficial effects that:
by arranging the double-motor staggered power transmission electric drive system, the problem that the original single-motor drive system is insufficient in power is solved, and the problem that the driving experience is affected due to gear shifting power interruption and the like is avoided; meanwhile, the staggered shafting structure can perfectly utilize the space of the frame, and is particularly suitable for application with very compact axial space; in addition, the large gear and the small gear of the intermediate shaft are integrated on the same shaft, so that spline connection between the large gear and the shaft is canceled, the precision and the reliability are improved, the structure is simplified, and the cost is reduced.
Drawings
FIG. 1 is a schematic diagram of the structure of the present utility model;
FIG. 2 is a side view of the present utility model;
FIG. 3 is a cross-sectional view of the intermediate shaft of the two-sided gearbox of the present utility model;
FIG. 4 is a cross-sectional view of the output shaft of the two sided gearbox of the present utility model.
In the figure: 1. a right motor rotor assembly; 2. a first bearing; 3. a right gearbox input shaft; 4. a second bearing; 5. a third bearing; 6. a left gearbox input shaft; 7. a fourth bearing; 8. a left motor rotor assembly; 9. a fifth bearing; 10. a sixth bearing; 11. a right gearbox output shaft; 12. a left gearbox output shaft; 13. a seventh bearing; 14. a right gearbox intermediate shaft; 15. an eighth bearing; 16. a ninth bearing; 17. a left gearbox intermediate shaft; 18. a tenth bearing; 19. an eleventh bearing; 20. and a twelfth bearing.
Detailed Description
The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
Referring to fig. 1 to 4, in the embodiment of the present utility model, a new structure of dual-motor staggered power transmission includes a right power system and a left power system, the right power system includes a right motor rotor assembly 1, a right gear box input shaft 3 is fixedly connected to one side of the right motor rotor assembly 1, a right gear box intermediate shaft 14 is engaged with the bottom end of the right gear box input shaft 3 through a gear pair, and a right gear box output shaft 11 is engaged with the bottom end of the right gear box intermediate shaft 14 through a gear pair;
the left power system comprises:
the left motor rotor assembly 8 is arranged on one side of the right motor rotor assembly 1, one side of the left motor rotor assembly 8 is fixedly connected with the left gear box input shaft 6, the top end of the left gear box input shaft 6 is meshed with the left gear box intermediate shaft 17 through a gear pair, and the bottom end of the left gear box intermediate shaft 17 is meshed with the left gear box output shaft 12 through a gear pair;
the right gear box input shaft 3 and the left gear box input shaft 6 are arranged on the same axis in parallel, the right gear box output shaft 11 and the left gear box output shaft 12 are arranged on the same axis in parallel, and the right gear box intermediate shaft 14 and the left gear box intermediate shaft 17 are respectively arranged below and above the axes of the two side input shafts.
In this embodiment: the double-motor staggered power transmission system consists of two motors and two gear boxes, wherein the power of the motors is firstly transmitted to an input shaft through spline connection, the input shaft transmits the power to an intermediate shaft through a gear pair, the intermediate shaft is transmitted to an output shaft through a gear pair, the output shaft is connected with a half shaft through a spline, and finally, wheels are driven to advance, retreat or turn, each motor only drives one wheel through a transmission system, and the two motors work together to finish driving of front axle or rear axle wheels;
the arrangement of the utility model is characterized in that:
the two motors are respectively positioned at the left end and the right end of the electric drive system, the input shafts at the left side and the right side are arranged on the same axis, the gears of the left output shaft and the right output shaft are also positioned on the same axis side by side, one intermediate shaft is arranged above the other intermediate shaft, and the volumes of the devices can be skillfully reduced through the staggered structure of the intermediate shafts.
Referring to fig. 1 to 4, the outer sides of two ends of an input shaft 3 of a right gearbox are respectively sleeved with a first bearing 2 and a second bearing 4; the outer sides of the two ends of the left gearbox input shaft 6 are respectively sleeved with a third bearing 5 and a fourth bearing 7.
In this embodiment: the bearings sleeved on the outer sides of the two ends of the input shaft are used for supporting the input shaft.
Referring to fig. 1 to 4, an eighth bearing 15 is sleeved on the inner side of one end of a middle shaft 14 of the right gear box, and a fifth bearing 9 is sleeved on the outer side of the other end of the middle shaft 14 of the right gear box; the inner side of one end of the left gear box intermediate shaft 17 is sleeved with a ninth bearing 16, and the outer side of the other end of the left gear box intermediate shaft 17 is sleeved with a tenth bearing 18.
In this embodiment: bearings sleeved at two ends of the intermediate shaft at two sides are used for supporting the intermediate shaft.
Referring to fig. 1 to 4, an eleventh bearing 19 is sleeved on the inner side of one end of the right gearbox output shaft 11, and a sixth bearing 10 is sleeved on the outer side of the other end of the right gearbox output shaft 11; a twelfth bearing 20 is sleeved on the inner side of one end of the left gear box output shaft 12, and a seventh bearing 13 is sleeved on the outer side of the other end of the left gear box output shaft 12.
In this embodiment: bearings sleeved at two ends of the output shafts at two sides are used for supporting the output shafts.
Referring to fig. 1 to 4, the right gear box intermediate shaft 14 and the left gear box intermediate shaft 17 are each formed by a connecting shaft with one end of a large gear and one end of a small gear, the large gear end of the right gear box intermediate shaft 14 is meshed with the right gear box input shaft 3, the small gear end of the right gear box intermediate shaft 14 is meshed with the right gear box output shaft 11, the large gear end of the left gear box intermediate shaft 17 is meshed with the left gear box input shaft 6, and the small gear end of the right gear box intermediate shaft 14 is meshed with the left gear box output shaft 12.
In this embodiment: the special design of the intermediate shaft can be well meshed with the corresponding output shaft and the gear of the output shaft respectively.
Referring to fig. 1 to 4, the second bearing 4 is close to one end of the third bearing 5, and the right gear box output shaft 11 is close to one end of the left gear box output shaft 12.
In this embodiment: the two pairs of bearings are arranged at close positions, so that the power systems at two sides are in staggered transmission, and the structure is compact, so that the size is reduced, and the vehicle frame is suitable for a common vehicle frame.
The foregoing description is only a preferred embodiment of the present utility model, but the scope of the present utility model is not limited thereto, and any person skilled in the art, who is within the scope of the present utility model, should make equivalent substitutions or modifications according to the technical solution of the present utility model and the inventive concept thereof, and should be covered by the scope of the present utility model.
Claims (6)
1. The novel double-motor staggered power transmission structure comprises a right power system and a left power system and is characterized in that the right power system comprises a right motor rotor assembly (1), a right gear box input shaft (3) is fixedly connected to one side of the right motor rotor assembly (1), a right gear box intermediate shaft (14) is meshed with the bottom end of the right gear box input shaft (3) through a gear pair, and a right gear box output shaft (11) is meshed with the bottom end of the right gear box intermediate shaft (14) through a gear pair;
the left power system includes:
the left motor rotor assembly (8) is arranged side by side with the right motor rotor assembly (1), one side of the left motor rotor assembly (8) is fixedly connected with a left gear box input shaft (6), the top end of the left gear box input shaft (6) is meshed with a left gear box intermediate shaft (17) through a gear pair, and the bottom end of the left gear box intermediate shaft (17) is meshed with a left gear box output shaft (12) through a gear pair;
the right gearbox input shaft (3) and the left gearbox input shaft (6) are arranged on the same axis in parallel, the right gearbox output shaft (11) and the left gearbox output shaft (12) are arranged on the same axis in parallel, and the right gearbox intermediate shaft (14) and the left gearbox intermediate shaft (17) are respectively arranged below and above the axes of the two side input shafts.
2. The novel double-motor staggered power transmission structure according to claim 1, wherein the outer sides of the two ends of the right gearbox input shaft (3) are respectively sleeved with a first bearing (2) and a second bearing (4);
and the outer sides of the two ends of the left gearbox input shaft (6) are respectively sleeved with a third bearing (5) and a fourth bearing (7).
3. The novel double-motor staggered power transmission structure according to claim 1, wherein an eighth bearing (15) is sleeved on the inner side of one end of the right gearbox intermediate shaft (14), and a fifth bearing (9) is sleeved on the outer side of the other end of the right gearbox intermediate shaft (14); a ninth bearing (16) is sleeved on the inner side of one end of the left gear box intermediate shaft (17), and a tenth bearing (18) is sleeved on the outer side of the other end of the left gear box intermediate shaft (17).
4. The novel double-motor staggered power transmission structure according to claim 1, wherein an eleventh bearing (19) is sleeved on the inner side of one end of the right gearbox output shaft (11), and a sixth bearing (10) is sleeved on the outer side of the other end of the right gearbox output shaft (11); the inside of one end of the left gear box output shaft (12) is sleeved with a twelfth bearing (20), and the outside of the other end of the left gear box output shaft (12) is sleeved with a seventh bearing (13).
5. The double-motor staggered power transmission new structure according to claim 1, wherein the right gear box intermediate shaft (14) and the left gear box intermediate shaft (17) are each composed of a connecting shaft with one end of a large gear and one end of a small gear, the large gear end of the right gear box intermediate shaft (14) is meshed with the right gear box input shaft (3), the small gear end of the right gear box intermediate shaft (14) is meshed with the right gear box output shaft (11), the large gear end of the left gear box intermediate shaft (17) is meshed with the left gear box input shaft (6), and the small gear end of the right gear box intermediate shaft (14) is meshed with the left gear box output shaft (12).
6. A new structure of double motor staggered power transmission according to claim 2, characterized in that the second bearing (4) is close to one end of the third bearing (5), and the right gearbox output shaft (11) is close to one end of the left gearbox output shaft (12).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320844116.8U CN220031681U (en) | 2023-04-14 | 2023-04-14 | Novel double-motor staggered power transmission structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320844116.8U CN220031681U (en) | 2023-04-14 | 2023-04-14 | Novel double-motor staggered power transmission structure |
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| Publication Number | Publication Date |
|---|---|
| CN220031681U true CN220031681U (en) | 2023-11-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320844116.8U Active CN220031681U (en) | 2023-04-14 | 2023-04-14 | Novel double-motor staggered power transmission structure |
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| Country | Link |
|---|---|
| CN (1) | CN220031681U (en) |
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2023
- 2023-04-14 CN CN202320844116.8U patent/CN220031681U/en active Active
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