CN220199064U - Electric multi-gear speed change system, electric drive assembly and vehicle chassis - Google Patents
Electric multi-gear speed change system, electric drive assembly and vehicle chassis Download PDFInfo
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- CN220199064U CN220199064U CN202321986946.0U CN202321986946U CN220199064U CN 220199064 U CN220199064 U CN 220199064U CN 202321986946 U CN202321986946 U CN 202321986946U CN 220199064 U CN220199064 U CN 220199064U
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- 230000005540 biological transmission Effects 0.000 claims abstract description 75
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- 238000005859 coupling reaction Methods 0.000 claims description 3
- 239000000463 material Substances 0.000 abstract description 6
- 229910052761 rare earth metal Inorganic materials 0.000 abstract description 4
- 150000002910 rare earth metals Chemical class 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 5
- 230000002349 favourable effect Effects 0.000 description 3
- 238000001816 cooling Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
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Abstract
The utility model belongs to the technical field of automobile power transmission systems, and particularly relates to an electric multi-gear speed change system, an electric drive assembly and a vehicle chassis, wherein two-gear speed reduction systems are combined to form four-gear speed change power output, the front end is a high-speed reduction part, the rear end is a low-speed change part, a two-stage speed reduction design is adopted, the power is subjected to three-stage speed reduction output, the number of gear pairs is reduced, the weight and the volume of the speed reduction system are reduced, the input end can be kept to operate at a high rotating speed, the energy efficiency is higher, the weight and the volume of the electric drive assembly are smaller, a high-speed small-torque motor with smaller weight and volume can be adopted, the consumption of rare earth permanent magnet materials is reduced, the vehicle chassis can be reduced, more batteries can be installed on a chassis body through the electric drive assembly with smaller weight and volume, meanwhile, the energy efficiency of the electric drive assembly is higher, and the range can be further improved.
Description
Technical Field
The utility model belongs to the technical field of automobile power transmission systems, and particularly relates to an electric multi-gear speed change system, an electric drive assembly and a vehicle chassis.
Background
With the development of new energy automobiles, the trend of medium-heavy-duty truck new energy is gradually obvious, the weight, the volume and the cost of a new energy automobile power system product are effectively reduced through product technology innovation, and the consumption of the new energy automobile power system product to a system permanent magnet material is reduced, so that the sustainable development of the new energy automobile is better promoted.
The weight, the volume and the cost of a power system of the new energy automobile are reduced, and the current common research directions comprise:
the motor is speeded up: through the high speed of the motor, the torque of the motor is effectively reduced under the condition of ensuring the same power output capability of the motor, so that the material consumption of the permanent magnet system of the motor is effectively reduced, and the light weight and low cost of the product are realized. Meanwhile, the high-speed small-torque gearbox suitable for the motor is matched and developed, so that the weight, the volume and the cost of an electric drive system are effectively reduced;
electromechanical integration: the middle connecting link is effectively reduced through the bases of the motor, the gearbox and the motor controller, and the overall weight and cost are reduced;
oil cooling: the motor adopts an oil cooling mode, so that the heat dissipation capacity of the motor is effectively improved, the output capacity of the motor is improved, and the weight and the volume of motor products are effectively reduced;
flat wire motor: through adopting flat wire motor, promote motor stator commentaries on classics groove full rate, promote motor copper line winding and motor stator contact surface, realize higher performance and heat dispersion.
Currently, a motor and an AMT gearbox are commonly adopted as a pure electric power transmission system, the output torque of the motor is effectively improved through the gearbox, and the pure electric power transmission system is suitable for different working condition demands, but the adopted motor is commonly a low-rotation-speed high-torque (peak rotation speed 3500RPM, peak torque 2500 Nm) motor, the corresponding adopted gearbox is a low-rotation-speed high-torque gearbox, a double-intermediate shaft structure is often adopted, the system is heavy, the size is large, the dead weight energy consumption is high, the occupied space is large, the battery space can be installed to be small, and the driving mileage of a vehicle is limited. In addition, the motor with low rotation speed and large torque has larger volume, needs more rare earth permanent magnet materials and also has high product cost.
Disclosure of Invention
The utility model provides an electric multi-gear speed change system, an electric drive assembly and a vehicle chassis, which adopt a motor with high rotation speed and small torque, realize three-level four-gear speed change function through two-gear speed reduction systems, realize high-speed rotation of the motor and effectively reduce the weight and the volume of the speed change system.
Based on the above object, the present utility model provides an electric multi-gear transmission system, comprising:
the first rotating shaft is a power input end, a first driving gear and a second driving gear are fixedly arranged on the first rotating shaft, and a first driven gear and a second driven gear are meshed with the first driving gear and the second driving gear respectively;
the device comprises at least one second rotating shaft, wherein a driven gear III and a driving gear III are fixedly arranged on the second rotating shaft, and the driven gear III and the driving gear III are respectively meshed with a driving gear IV and a driven gear IV; and
the intermediate shaft is provided with a first transmission shifting part and a second transmission shifting part, and the first transmission shifting part can be selectively jointed with the first driven gear or the second driven gear to form a two-gear speed reduction system; the second transmission shifting piece can be selectively engaged with a driving gear IV or a driven gear IV to form a second two-gear speed reduction system, and the driven gear IV is used for being connected with a power output end.
Optionally, the number of the first rotating shafts is two, and each first rotating shaft is used for being connected with one motor.
Optionally, the jackshaft passes driven gear two and the shaft hole of driving gear four and clearance fit, the one end rotation of jackshaft is provided with the output shaft, output shaft and driven gear four fixed connection.
Optionally, a bearing is fixedly installed at the end part of the intermediate shaft, and an outer ring of the bearing is coaxially and rigidly connected with the output shaft.
Alternatively, the number of the second rotating shafts is two.
Optionally, the first transmission shifting piece and the second transmission shifting piece are connected with the intermediate shaft through splines, and can be selectively moved along the axial direction of the intermediate shaft.
Optionally, the first transmission shifting piece and the second transmission shifting piece are combination sleeves or clutches.
Optionally, the transmission ratio of the first driving gear to the first driven gear is 1-4, the transmission ratio of the second driving gear to the second driven gear is 1-4, the transmission ratio of the fourth driving gear to the third driven gear is 1-2, and the transmission ratio of the third driving gear to the fourth driven gear is 1-2.
The utility model provides an electric drive assembly which comprises the electric multi-gear speed changing system, a drive motor connected with the input end of the electric multi-gear speed changing system in a driving mode and an output flange fixedly connected with the power output end of the electric multi-gear speed changing system.
Optionally, the peak rotation speed of the driving motor is more than or equal to 10000RPM, and the peak torque is less than or equal to 500Nm.
The utility model provides a vehicle chassis, which comprises an electric drive assembly and a chassis body, wherein the electric drive assembly is fixedly arranged on the chassis body.
The beneficial effects of the utility model are as follows: the electric multi-gear speed change system provided by the utility model has the advantages that the two-gear speed change system adopts two-gear one-stage high-speed change, specifically, the first driving gear is meshed with the second driven gear, the second driving gear is meshed with the second driven gear to form two speed change gear pairs, the first transmission gear shifting piece on the intermediate shaft is selectively engaged with the first driven gear or the second driven gear in operation, the high-speed power of the power input end is subjected to speed reduction and torque increase, the low-speed high-torque is output, the power is transmitted to the second two-gear speed change system at the rear end, and the second transmission gear shifting piece is selectively engaged with the fourth driving gear to realize two-stage speed change, so that the speed change system realizes three-stage speed change output of the power through four pairs of gears, reduces the number of gear pairs, and is favorable for reducing the weight and the volume of the speed change system; and the two-gear speed reduction system adopts a high-speed and small-torque design, so that compared with the existing low-rotation-speed and large-torque design, the motor serving as a power input source can be kept to run at a high rotation speed, and the energy efficiency is higher.
According to the electric drive assembly, through the electric multi-gear speed change system with smaller volume and weight and higher speed reduction efficiency, the electric drive assembly can be provided with the high-speed small-torque motor with smaller volume, so that the electric drive assembly can rotate at a high speed, the consumption of rare earth permanent magnet materials is reduced while the output power is ensured, the driving motor can be kept at a higher rotating speed for a long time, and the energy efficiency of the electric drive assembly is improved.
According to the vehicle chassis, the space occupied by installation can be reduced through the electric drive assembly with smaller weight and volume, so that more batteries can be installed on the chassis body, meanwhile, the energy efficiency of the electric drive assembly is higher, and the endurance mileage can be further improved.
Drawings
FIG. 1 is a schematic diagram of a multi-speed transmission system for an electric drive assembly according to an embodiment of the present utility model;
FIG. 2 is a schematic diagram of three-stage transmission of a multi-gear transmission system according to an embodiment of the present utility model;
FIG. 3 is a second schematic diagram of a three-stage transmission of the multi-gear transmission system according to the embodiment of the present utility model;
FIG. 4 is a first gear shifting schematic diagram of a multi-gear shifting system according to an embodiment of the present utility model;
fig. 5 is a first-stage transmission schematic diagram of a multi-gear transmission system according to an embodiment of the present utility model.
In the figure: 1. a two-gear speed reduction system; 2. a second gear speed reduction system II; 10. a first rotating shaft; 11. a first driving gear; 12. a driving gear II; 13. a driven gear I; 14. a driven gear II; 20. an intermediate shaft; 21. a first transmission gear shifting part; 22. a transmission gear shifting part II; 23. a bearing; 30. a second rotating shaft; 31. driven gear III; 32. a driving gear III; 33. a driving gear IV; 34. a driven gear IV; 40. an output shaft; 50. a driving motor; 60. and (5) outputting a flange.
Detailed Description
The present utility model will be further described in detail below with reference to specific embodiments and with reference to the accompanying drawings, in order to make the objects, technical solutions and advantages of the present utility model more apparent.
As shown in fig. 1-5, the present utility model provides an electric multi-speed transmission system comprising: the device comprises at least one first rotating shaft 10, at least one second rotating shaft 30 and an intermediate shaft 20, wherein the first rotating shaft 10 is a power input end, a first driving gear 11 and a second driving gear 12 are fixedly arranged on the first rotating shaft 10, and the first driving gear 11 and the second driving gear 12 are respectively meshed with a first driven gear 13 and a second driven gear 14; a driven gear III 31 and a driving gear III 32 are fixedly arranged on the second rotating shaft 30, and the driven gear III 31 and the driving gear III 32 are respectively meshed with a driving gear IV 33 and a driven gear IV 34; the intermediate shaft 20 is provided with a first transmission shifting part 21 and a second transmission shifting part 22, and the first transmission shifting part 21 can be selectively engaged with the first driven gear 13 or the second driven gear 14 to form a two-gear speed reduction system 1; the second transmission gear shifting member 22 is selectively engageable with either the fourth driving gear 33 or the fourth driven gear 34 to form the second two-speed reduction system 2, with the fourth driven gear 34 being adapted for connection to the power take-off.
Compared with the prior art, the electric multi-gear speed change system provided by the embodiment of the utility model has the advantages that the two-gear speed change system 1 adopts two-gear one-step high-speed change, specifically, the driving gear 11 is meshed with the driven gear 13, the driving gear 12 is meshed with the driven gear 14 to form two speed change gear pairs, the transmission gear shifting piece 21 on the intermediate shaft 20 is selectively meshed with the driven gear 13 or the driven gear 14 in operation, the high-speed power of the power input end is subjected to speed reduction and torque increase, the low-speed high-torque is output, the power is transmitted to the two-gear speed change system 2 at the rear end, and the transmission gear shifting piece 22 is selectively meshed with the driving gear four 33 to realize two-stage speed change, so that the speed change system realizes three-stage speed change output of the power through four pairs of gears, reduces the number of gear pairs, and is favorable for reducing the weight and volume of the speed change system; and moreover, the two-gear speed reduction system 1 adopts a high-speed and small-torque design, compared with the existing low-rotation-speed and large-torque design, the weight and the size are smaller, and the motor serving as a power input source can be kept to run at a high rotation speed, so that the energy efficiency is higher.
In this embodiment, under the condition that the weight and the volume of the speed change system are smaller, the number of the first rotating shafts 10 can be two, so that the speed change system has two power input ends, can be in driving connection with two motors, realizes double-motor driving by coupling the two motors, is favorable for improving the torque of the output ends, and is more suitable for a driving system of a medium-sized and heavy truck.
Specifically, two first rotation shafts 10 are arranged side by side, a first driving gear 11 and a second driving gear 12 which are arranged on two first transmission shafts are respectively meshed with a first driven gear 13 and a second driven gear 14, and power input by two power input ends is transmitted to an intermediate shaft 20 through a first driving gear 11 and a first driven gear 13 or is transmitted to a second two-gear speed reduction system 2 at the rear end through a first transmission gear shifting part 21 through the first driving gear 12 and the second driven gear 14. The two rotation shafts 10 and the intermediate shaft 20 may be arranged in a planar form or may be arranged in a triangle form.
The driven gears 13 and 14 are tower gears, and have a large gear and a small gear, and the first transmission gear shifting member 21 is located between the first and second driven gears 14, connected with the intermediate shaft 20 through a spline, and selectively movable along the axial direction of the intermediate shaft 20, so that the first transmission gear shifting member 21 is engaged with the small gear of the first driven gear 13 or engaged with the small gear of the second driven gear 14, thereby realizing first-stage two-gear speed change.
In this embodiment, the intermediate shaft 20 passes through the shaft holes of the driven gear 13, the driven gear 14 and the driving gear 33 and is in clearance fit, the intermediate shaft 20 is fixedly arranged in a rotating manner, one end of the intermediate shaft 20 is rotatably provided with an output shaft 40, and the output shaft 40 is fixedly connected with the driven gear 34. Specifically, one end of the intermediate shaft 20 away from the two-gear reduction system 1 is located between the driving gear four 33 and the driven gear four 34, the output shaft 40 is in interference fit with the shaft hole of the driven gear, and the intermediate shaft 20 and the output shaft 40 can rotate at a certain rotation speed respectively, so that the rotation centers of the intermediate shaft 20 and the output shaft 40 are consistent, and the stability of power transmission is facilitated.
The driving gear IV 33 and the driven gear IV 34 are tower gears and are provided with large gears and small gears, the transmission gear II 22 is positioned between the driving gear IV 33 and the driven gear IV 34, is connected with the intermediate shaft 20 through a spline and can selectively move along the axial direction of the intermediate shaft 20, so that the transmission gear II 22 is engaged with the small gear of the driving gear IV 33 or engaged with the small gear of the driven gear IV 34, and two-stage two-gear speed change is realized.
In one embodiment, the end of the intermediate shaft 20 is fixedly provided with a bearing 23, and the outer ring of the bearing 23 is rigidly connected coaxially with the output shaft 40. Specifically, the bearing 23 is fixedly installed in a centering way, the intermediate shaft 20 is in interference fit with the inner ring of the bearing 23, and the output shaft 40 is fixedly connected with the outer ring of the bearing 23 through a sleeve, so that the rotary connection between the intermediate shaft 20 and the bearing 23 is realized; in other embodiments, the intermediate shaft 20 and the bearing 23 may also be connected to the ends by means of two bearings 23 by means of a centring rotation, so that the intermediate shaft 20 and the bearing 23 may each rotate at a certain rotational speed.
In the present embodiment, the number of rotation shafts two 30 is two. The driven gear III 31 and the driving gear III 32 arranged on the second rotating shaft 30 are respectively meshed with the driving gear IV 33 and the driven gear IV 34, so that the power of the intermediate shaft 20 is transmitted to the output shaft 40 in two groups, and the bearing capacity of the second two-gear speed reduction system 2 can be improved, the second two-gear speed reduction system 2 can adopt a low-speed large-torque design, and the reduction ratio is also improved.
The two second rotating shafts 30 and the intermediate shaft 20 may be disposed in a planar form or may be disposed in a triangular form, and may also be disposed in a form identical to that of the first rotating shaft 10, or may be different from that of the first rotating shaft.
Alternatively, the first transmission shift member 21 and the second transmission shift member 22 are coupling sleeves or clutches or the like.
In the embodiment, the transmission ratio of the first driving gear 11 to the first driven gear 13 is 1-4, the transmission ratio of the second driving gear 12 to the second driven gear 14 is 1-4, the transmission ratio of the fourth driving gear 33 to the third driven gear 31 is 1-2, and the transmission ratio of the third driving gear 32 to the fourth driven gear 34 is 1-2, so that the motor power is output through three-stage speed reduction and speed change, the maximum speed reduction ratio is more than or equal to 40, and the speed reduction efficiency is high.
It should be noted that the number of teeth of the first driving gear 11 and the second driving gear 12 are different, the number of teeth of the first driven gear 13 and the second driven gear 14 are selected according to the first driving gear 11 and the second driving gear 12, the number of teeth of the third driving gear 32 and the third driven gear 31 are different, and the number of teeth of the fourth driving gear 33 and the fourth driven gear 34 are rotated according to the third driven gear 31 and the third driving gear 32, respectively.
In use, referring to fig. 2, the arrow in the drawing indicates the power transmission direction, and when the first transmission shift member 21 is engaged with the first driven gear 13, the second transmission shift member 22 is engaged with the fourth driving gear 33, the power at the input end is first-stage decelerated through the first driving gear 11 and the first driven gear 13, transmitted to the fourth driving gear 33 and the third driven gear 31, subjected to second-stage deceleration, and subjected to third-stage deceleration through the second rotating shaft 30 to the third driving gear 32 and the fourth driven gear 34, and output power through the output shaft 40.
Referring to fig. 3, when the first transmission shift member 21 is engaged with the second driven gear 14, the second transmission shift member 22 is engaged with the fourth driving gear 33, the power at the input end is first-order decelerated through the second driving gear 12 and the second driven gear 14, transmitted to the fourth driving gear 33 and the third driven gear 31, second-order decelerated, third-order decelerated through the second rotating shaft 30 to the third driving gear 32 and the fourth driven gear 34, and output power through the output shaft 40.
Referring to fig. 4, when the first transmission shift member 21 is engaged with the first driven gear 13, the second transmission shift member 22 is engaged with the fourth driven gear 34, the power at the input end is first-stage decelerated by the first driving gear 11 and the first driven gear 13, transmitted to the fourth driven gear 34, and output through the output shaft 40.
Referring to fig. 5, when the first transmission shift member 21 is engaged with the second driven gear 14, the second transmission shift member 22 is engaged with the fourth driven gear 34, the power at the input end is first-order decelerated by the second driving gear 12 and the second driven gear 14, transmitted to the fourth driven gear 34, and output through the output shaft 40.
The utility model provides an electric drive assembly, which comprises an electric multi-gear speed changing system, a drive motor 50 which is in drive connection with the input end of the electric multi-gear speed changing system, and an output flange 60 which is fixedly connected with the power output end of the electric multi-gear speed changing system. Through the electric multi-gear speed change system with smaller volume and weight and higher speed reduction efficiency, a high-speed small-torque motor with smaller volume can be provided, so that the weight and the volume of the electric drive assembly are smaller, the drive motor 50 can rotate at a high speed, the consumption of rare earth permanent magnet materials is reduced while the output power is ensured, the drive motor 50 can be kept at a higher rotating speed for a long time, and the energy efficiency of the electric drive assembly is improved.
Alternatively, the peak rotational speed of the drive motor 50 is greater than or equal to 10000RPM and peak torque is less than or equal to 500Nm.
The utility model provides a vehicle chassis, which comprises an electric drive assembly and a chassis body, wherein the electric drive assembly is fixedly arranged on the chassis body. Through this weight and the less electric drive assembly of volume, can reduce the space that the installation took for can install more batteries on the chassis body, electric drive assembly's energy efficiency is higher simultaneously, can promote the range further.
Those of ordinary skill in the art will appreciate that: the discussion of any of the embodiments above is merely exemplary and is not intended to imply that the scope of the present application is limited to such examples; the technical features of the above embodiments or in the different embodiments may also be combined under the idea of the present application, the steps may be implemented in any order, and there are many other variations of the different aspects of one or more embodiments in the present application as described above, which are not provided in details for the sake of brevity.
One or more embodiments herein are intended to embrace all such alternatives, modifications and variations that fall within the broad scope of the present application. Any omissions, modifications, equivalents, improvements, and the like, which are within the spirit and principles of the one or more embodiments in the present application, are therefore intended to be included within the scope of the present application.
Claims (10)
1. An electric multi-speed transmission system, comprising:
the device comprises at least one first rotating shaft (10), wherein the first rotating shaft (10) is a power input end, a first driving gear (11) and a second driving gear (12) are fixedly arranged on the first rotating shaft (10), and a first driven gear (13) and a second driven gear (14) are respectively meshed with the first driving gear (11) and the second driving gear (12);
the device comprises at least one second rotating shaft (30), wherein a driven gear III (31) and a driving gear III (32) are fixedly arranged on the second rotating shaft (30), and the driven gear III (31) and the driving gear III (32) are respectively meshed with a driving gear IV (33) and a driven gear IV (34); and
a first transmission shifting part (21) and a second transmission shifting part (22) are arranged on the intermediate shaft (20), and the first transmission shifting part (21) can be selectively jointed with the first driven gear (13) or the second driven gear (14) to form a two-gear speed reduction system (1); the transmission shifting part II (22) can be selectively engaged with a driving gear IV (33) or a driven gear IV (34) to form a two-gear speed reduction system II (2), and the driven gear IV (34) is used for connecting a power output end.
2. An electric multi-speed transmission according to claim 1, characterized in that the number of rotation shafts (10) is two, each rotation shaft (10) being adapted to be connected to an electric motor.
3. The electric multi-gear speed change system according to claim 1, wherein the intermediate shaft (20) passes through shaft holes of a driven gear two (14) and a driving gear four (33) of a driven gear one (13) and is in clearance fit, one end of the intermediate shaft (20) is rotatably provided with an output shaft (40), and the output shaft (40) is fixedly connected with the driven gear four (34).
4. An electric multi-speed transmission according to claim 3, characterized in that the end of the intermediate shaft (20) is fixedly fitted with a bearing (23), the outer ring of the bearing (23) being rigidly connected coaxially with the output shaft (40).
5. The electric multi-speed transmission system according to claim 1, wherein the number of the rotating shafts two (30) is two.
6. The electric multi-speed transmission system according to claim 1, wherein the first and second power shift members (21, 22) are spline-connected to the intermediate shaft (20) and selectively movable in the axial direction of the intermediate shaft (20).
7. The electric multi-speed transmission system according to claim 6, wherein the first and second gear shift members (21, 22) are coupling sleeves or clutches.
8. The electric multi-speed transmission according to any one of claims 1 to 7, characterized in that the transmission ratio of the first driving gear (11) to the first driven gear (13) is 1 to 4, the transmission ratio of the second driving gear (12) to the second driven gear (14) is 1 to 4, the transmission ratio of the fourth driving gear (33) to the third driven gear (31) is 1 to 2, and the transmission ratio of the third driving gear (32) to the fourth driven gear (34) is 1 to 2.
9. An electric drive assembly comprising an electric multi-speed transmission as claimed in any one of claims 1 to 7, a drive motor (50) drivingly connected to an input of the electric multi-speed transmission, and an output flange (60) fixedly connected to a power take-off of the electric multi-speed transmission.
10. A vehicle chassis comprising the electric drive assembly of claim 9 and a chassis body, the electric drive assembly fixedly mounted to the chassis body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321986946.0U CN220199064U (en) | 2023-07-27 | 2023-07-27 | Electric multi-gear speed change system, electric drive assembly and vehicle chassis |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321986946.0U CN220199064U (en) | 2023-07-27 | 2023-07-27 | Electric multi-gear speed change system, electric drive assembly and vehicle chassis |
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| Publication Number | Publication Date |
|---|---|
| CN220199064U true CN220199064U (en) | 2023-12-19 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321986946.0U Active CN220199064U (en) | 2023-07-27 | 2023-07-27 | Electric multi-gear speed change system, electric drive assembly and vehicle chassis |
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| Country | Link |
|---|---|
| CN (1) | CN220199064U (en) |
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2023
- 2023-07-27 CN CN202321986946.0U patent/CN220199064U/en active Active
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