Multi-gear speed control system, electric drive assembly and vehicle chassis

Abstract

The invention belongs to the technical field of automobile power transmission systems, and particularly relates to a multi-gear speed control system, an electric drive assembly and a vehicle chassis. The speed control system inputs power through a plurality of input shafts arranged side by side, is provided with a plurality of power sources, can be provided with a high-speed and small-torque motor, and is smaller in size; power is decelerated through cooperation of the input gear installed on the input shaft and the first driven gear, transmitted to the intermediate shaft, decelerated through the action of the first gear shifting mechanism or the second gear shifting mechanism, transmitted to the driving shaft and output through third-time deceleration through the action of the output gear and the output end, and multi-gear three-level deceleration of the power is achieved. According to the electric drive assembly, the high speed and small torque of the power motor are achieved through the multi-gear speed change system, the use amount of rare earth permanent magnet materials of motor products is reduced, the weight, the size and the cost of the power motor are effectively reduced, meanwhile, the high-speed small-torque multi-gear speed change system is adopted, and the overall weight and the overall size of the electric drive assembly are effectively reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile power transmission systems, and in particular relates to a multi-gear speed change system, an electric drive assembly and a vehicle chassis. Background Art

[0002] With the development of new energy vehicles, the trend of new energy for medium and heavy trucks is becoming increasingly obvious. Through product technology innovation, the weight, volume and cost of new energy vehicle power system products can be effectively reduced, and the amount of permanent magnetic materials used in new energy power system products can be reduced, thereby better promoting the sustainable development of new energy vehicles.

[0003] To reduce the weight, volume and cost of new energy vehicle power systems, current common research directions include:

[0004] High-speed motor: By increasing the speed of the motor, the motor torque can be effectively reduced while ensuring the same power output capacity, thereby effectively reducing the material usage of the motor permanent magnet system and achieving lightweight and low-cost products. At the same time, a high-speed, low-torque gearbox suitable for the motor is developed to effectively reduce the weight, volume and cost of the electric drive system;

[0005] Electromechanical integration: Based on the motor, gearbox and motor controller, it effectively reduces the intermediate connection links and reduces the overall weight and cost;

[0006] Oil cooling: The motor adopts oil cooling to effectively improve the heat dissipation capacity of the motor, improve the motor output capacity, and effectively reduce the weight and volume of the motor product;

[0007] Flat wire motor: By adopting flat wire motor, the slot filling rate of motor stator is improved, and the contact area between motor copper wire winding and motor stator is increased, so as to achieve higher performance and heat dissipation capacity.

[0008] At present, medium and heavy trucks generally use motor + AMT gearbox as a pure electric power transmission system, which effectively improves the output torque of the motor through the gearbox to adapt to different working conditions. However, the motors used are generally low-speed and high-torque (peak speed 3500RPM, peak torque 2500Nm) motors, and the corresponding gearboxes used are low-speed and high-torque gearboxes, which often use a double intermediate shaft structure, making the system heavy, large, and high in energy consumption. The space occupied is also relatively large, which makes the space for installing batteries small and limits the vehicle's mileage. In addition, low-speed and high-torque motors are large in size and require more rare earth permanent magnet materials, which also causes high product costs. Summary of the invention

[0009] The present invention provides a multi-gear transmission system, an electric drive assembly and a vehicle chassis to solve the technical problem in the prior art that the electric transmission is not conducive to achieving lightweight transmission systems.

[0010] Based on the above purpose, the present invention provides a multi-gear transmission system, comprising:

[0011] at least two input shafts, each of which is provided with an input gear;

[0012] The same number of drive shafts as the input shafts, the drive shafts are provided with driven gears 2 and shifters 1, the shifters 1 can selectively engage with the input gear or the driven gear 1 to form a shift mechanism 1, the drive shafts are also provided with a plurality of shift mechanisms 2 and output gears at the far end;

[0013] An intermediate shaft, on which a driven gear 1 meshing with the input gear, a driving gear 1 meshing with the driven gear 2, and a plurality of driving gear sets cooperating with the shift mechanism 2 are provided; and

[0014] An output end is meshed with an output gear.

[0015] Optionally, there are two input shafts, each of which is used to connect to a motor.

[0016] Optionally, the shift mechanism 2 includes a driven gear 3, a driven gear 4 and a shifter 2, and the shifter 2 can selectively engage with the driven gear 3 or the driven gear 4, and the driving gear set includes a driving gear 2 and a driving gear 3, and the driving gear 2 and the driving gear 3 are respectively meshed with the driven gear 3 and the driven gear 4.

[0017] Optionally, the transmission ratio between the driving gear 2 and the driven gear 3 is 1.5-2.5, and the transmission ratio between the driving gear 3 and the driven gear 4 is 2-4.

[0018] Optionally, the second shifter is a coupling sleeve or a clutch.

[0019] Optionally, the output end includes a driven gear five meshing with the output gear and an output shaft having an interference fit with the shaft hole of the driven gear five.

[0020] Optionally, the speed ratio between the output gear and the driven gear five is greater than the speed ratio between the driving gear set and the shift mechanism two.

[0021] Optionally, the speed ratio between the input gear and the driven gear 1 is 1-4, and the speed ratio between the driving gear 1 and the driven gear 2 is 1.1-2.5.

[0022] The present invention provides an electric drive assembly, comprising the above-mentioned multi-speed transmission system, a power motor and an output flange, wherein the power motor is drivingly connected to the input shaft of the multi-speed transmission system, and the output flange is fixedly connected to the output end.

[0023] Optionally, the peak speed of the power motor is ≥10000RPM, and the peak torque is ≤500Nm.

[0024] The present invention provides a vehicle chassis, comprising the electric drive assembly and a chassis body as described above, wherein the electric drive assembly is fixedly mounted on the chassis body.

[0025] The beneficial effects of the present invention are as follows: the multi-gear speed change system provided by the present invention can use two or more input shafts arranged side by side as the power input end, so that the speed change system can be installed with multiple power sources, and a single power source can be equipped with a high-speed and low-torque motor, and the volume is also smaller. The power is decelerated by the input gear installed on the input shaft and the driven gear 1, and the power is transmitted to the intermediate shaft, and then decelerated again through the action of the shift mechanism 1 or the shift mechanism 2. After the power is transmitted to the drive shaft, it is decelerated and output for the third time through the action of the output gear and the output end, realizing the multi-gear three-stage deceleration of the power. In addition, the shift mechanism 1 and the shift mechanism 2 can be arranged along the axial extension of the input shaft, so that the speed change system has a compact structure and a small volume, which helps to achieve lightweight transmission system of the electric transmission.

[0026] An electric drive assembly provided by the present invention achieves high speed and low torque of the power motor through a multi-speed transmission system, reduces the amount of rare earth permanent magnet materials used in motor products, effectively reduces the weight, volume and cost of the power motor, and simultaneously adopts a high speed and low torque multi-speed transmission system to effectively reduce the overall weight and volume of the electric drive assembly.

[0027] The vehicle chassis provided by the present invention can reduce the space occupied by the installation through the electric drive assembly with smaller weight and volume, so that more batteries can be installed on the chassis body. At the same time, the energy efficiency of the electric drive assembly is higher, which can further improve the cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A speed change principle diagram of a multi-speed transmission system and an electric drive assembly provided in an embodiment of the present invention;

[0029] Figure 2 A schematic diagram of the first gear power output principle of the electric drive assembly provided in an embodiment of the present invention;

[0030] Figure 3 A schematic diagram of the second-gear power output of the electric drive assembly provided in an embodiment of the present invention;

[0031] Figure 4A schematic diagram of the three-speed power output of the electric drive assembly provided in an embodiment of the present invention;

[0032] Figure 5 A schematic diagram of the four-speed power output of the electric drive assembly provided in an embodiment of the present invention.

[0033] In the figure: 10, input shaft; 11, input gear; 20, driving shaft; 21, driven gear 2; 22, shifter 1; 23, shifter 2; 231, driven gear 3; 232, driven gear 4; 233, shifter 2; 24, output gear; 30, intermediate shaft; 31, driven gear 1; 32, driving gear 1; 33, driving gear 2; 34, driving gear 3; 40, output end; 41, driven gear 5; 42, output shaft; 50, power motor; 60, output flange. DETAILED DESCRIPTION

[0034] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0035] like Figure 1-5 As shown, the present invention provides a multi-gear transmission system, comprising: at least two input shafts 10, a driving shaft 20 of the same number as the input shafts 10, an intermediate shaft 30 and an output end 40, wherein the input shaft 10 is provided with an input gear 11; the driving shaft 20 is provided with a driven gear 21 and a shifter 1 22, the shifter 1 22 can be selectively engaged with the input gear 11 or the driven gear 1 31 to form a shift mechanism 1, the driving shaft 20 is also provided with a plurality of shift mechanisms 23 and an output gear 24 located at a far end; the intermediate shaft 30 is provided with a driven gear 1 31 meshing with the input gear 11, a driving gear 1 32 meshing with the driven gear 21 and a plurality of driving gear sets matched with the shift mechanism 2 23; the output end 40 is meshed with the output gear 24.

[0036] Compared with the prior art, the multi-gear speed change system provided by the embodiment of the present invention can use two or more input shafts 10 arranged side by side as the power input end, so that the speed change system can be installed with multiple power sources, and a single power source can be equipped with a high-speed and low-torque motor, and the volume is also smaller. The power is reduced by the input gear 11 installed on the input shaft 10 and the driven gear 1 31, and the power is transmitted to the intermediate shaft 30, and then reduced by the action of the shift mechanism 1 or the shift mechanism 2 23, and then the power is transmitted to the drive shaft 20, and then the output is reduced for the third time by the action of the output gear 24 and the output end 40, so as to realize the multi-gear three-stage reduction of the power. In addition, the shift mechanism 1 and the shift mechanism 2 23 can be arranged along the axial extension of the input shaft 10, so that the speed change system has a compact structure and a small volume, which helps to achieve lightweight transmission system of the electric transmission.

[0037] In this embodiment, there are two input shafts 10, and each input shaft 10 is used to connect a motor, so that the transmission system has two power input ends, which can drive and connect two motors, and realize dual-motor drive by coupling the two motors, which is beneficial to improving the torque of the output end 40 and is more suitable for the drive systems of medium and heavy trucks.

[0038] Specifically, two input shafts 10 are arranged side by side, and the input gears 11 installed on the two input shafts 10 are meshed with the driven gear 1 31 on the intermediate shaft 30, and can jointly drive multiple driving gears on the intermediate shaft 30, each driving gear corresponds to a gear on the shift mechanism 1 and the shift mechanism 2 23, and multiple gear deceleration is achieved by selective shifting, and the power is transmitted to the output gears 24 at the far ends of the two drive shafts 20, and the two output gears 24 drive the output end 40 to rotate, and finally output the power after deceleration and torque increase, through. Among them, the two input shafts 10 and the intermediate shaft 30 can be arranged in a plane form or in a triangle form, and the two drive shafts 20 and the intermediate shaft 30 can be arranged in a plane form or in a triangle form.

[0039] It should be noted that the input gear 11 is a gear position in the shift mechanism 1. When the shifter 122 is engaged with the input shaft 10, the power is directly transmitted to the output shaft 42 through the drive shaft 20, and the speed change system is a two-stage reduction. In addition, the input gear 11 is a stepped gear with a large gear and a small gear, wherein the large gear is meshed with the driven gear 131, and the small gear is engaged with the shifter 122.

[0040] In this embodiment, the input shaft 10 and the drive shaft 20 on one side may be coaxially arranged, and the two may be separately fixed with a gap therebetween. Of course, the input shaft 10 and the drive shaft 20 may also be arranged in parallel.

[0041] In this embodiment, the shift mechanism 23 includes a driven gear 3 231, a driven gear 4 232 and a shifter 2 233. The shifter 2 233 can selectively engage with the driven gear 3 231 or the driven gear 4 232. The driving gear set includes a driving gear 2 33 and a driving gear 3 34. The driving gear 2 33 and the driving gear 3 34 are respectively meshed with the driven gear 3 231 and the driven gear 4 232.

[0042] Specifically, the drive shaft 20 passes through the axial holes of the driven gear 2 21, the driven gear 3 231 and the driven gear 4 232 with clearance fit or rotation fit, the drive shaft 20 is set to rotate in a centered manner, the drive shaft 20 is interference fit with the axial hole of the output shaft 42, the driven gear 2 21, the driven gear 3 231 and the driven gear 4 232 are all tower-type gears with large gears and small gears, and their respective large gears are meshed with the corresponding driving gear 1 32, driving gear 2 33 and driving gear 3 34, and their respective small gears are used to engage with the corresponding shifter 1 22 and shifter 2 233.

[0043] The first shifter 22 and the second shifter 233 are connected to the drive shaft 20 through a spline, and the first shifter 22 and the second shifter 233 can be controlled to move along the axial direction of the drive shaft 20 to adjust the gear position. In addition, the first shifter 22 and the second shifter 233 are a coupling sleeve or a clutch.

[0044] In this embodiment, the output end 40 includes a driven gear 41 meshing with the output gear 24 and an output shaft 42 having an interference fit with the shaft hole of the driven gear 41. The output shaft 42 is fixed to an external coupling component for outputting power.

[0045] In this embodiment, the speed ratio of the output gear 24 to the driven gear 5 41 is greater than the speed ratio of the driving gear set to the shift mechanism 2 23, and is also greater than the speed ratio of the input shaft 10 to the driven gear 1 31. The speed change system is divided into three parts: high-speed input, intermediate speed change, and rear-end speed reduction and torque increase. In particular, the speed reduction and torque increase are installed at the output end 40 of the speed change. Therefore, the motor and the speed change part adopt a high-speed and low-torque design, which is conducive to reducing the weight and volume of the speed change system.

[0046] Specifically, the speed ratio k1 between the input gear 11 and the driven gear 1 31 is 1-4, the speed ratio k2 between the driving gear 3 34 and the driven gear 4 232 is 2-4, the speed ratio k3 between the driving gear 2 33 and the driven gear 3 231 is 1.5-2.5, and the speed ratio k4 between the driving gear 1 32 and the driven gear 2 21 is 1.1-2.5;

[0047] The total transmission ratios of the gearbox in different gears are:

[0048] First gear transmission ratio: k1×k2×k5;

[0049] Second gear transmission ratio: k1×k3×k5;

[0050] Third gear transmission ratio: k1×k4×k5;

[0051] Fourth gear ratio: k5;

[0052] Taking one specific speed ratio as an example, k1=3, k2=3, k3=2, k4=1.1, k5=3, the speed ratios of each gear are:

[0053] First gear: 27;

[0054] Second gear: 18;

[0055] Third gear: 9.9;

[0056] Fourth gear: 3;

[0057] It should be noted that the above speed ratio is only one example of what can be implemented.

[0058] Power uninterrupted instructions: see Figure 2 and Figure 3 ;

[0059] Take the first gear to second gear operation as an example:

[0060] When the first gear is working, the two power motors 50 work through the above power transmission path. When it is necessary to change to the second gear:

[0061] The power motor 50 at the top maintains a power output working state;

[0062] The power motor 50 below stops outputting torque and maintains a 0 torque output state, and the power motor 50 correspondingly causes the second shift mechanism 23 to return from the first gear working state to the middle neutral gear working state;

[0063] Then the power motor 50 below adjusts the speed to the corresponding working speed point according to the output speed and the second gear transmission ratio, and maintains the speed at the corresponding working speed point; the second gear shift mechanism 23 below switches from the neutral working state to the second gear working state;

[0064] The lower power motor 50 maintains power output, and the lower power motor 50 has completed the shift from the first gear to the second gear. During the shifting process of the lower power motor 50, the upper power motor 50 maintains power output, thereby achieving the shifting of the lower power motor 50 without power interruption.

[0065] In addition, the upper power motor 50 stops outputting torque and maintains a 0 torque output state; the upper power motor 50 corresponds to the upper shift mechanism 23 returning from the first gear working state to the middle neutral gear working state;

[0066] The upper power motor 50 adjusts the speed to the corresponding working speed point according to the output speed and the second gear transmission ratio, and maintains it at the speed;

[0067] The upper shift mechanism 23 switches from the neutral gear working state to the second gear working state;

[0068] At this point, the upper power motor 50 has also completed the shifting from the first gear to the second gear, and during the shifting process of the upper power motor 50, the lower power motor 50 has always maintained power output to drive the vehicle to travel, thereby achieving the shifting of the upper power motor 50 from the first gear to the second gear without power interruption;

[0069] The two power motors 50 drive the vehicle to travel according to the vehicle power output torque;

[0070] During the process of the gearbox shifting from 2nd gear to 3rd gear and from 3rd gear to 4th gear, the same process as above is adopted, that is, the two power motors 50 cooperate to shift gears in sequence, thereby realizing the shifting process without power interruption.

[0071] Furthermore, more gear outputs can be achieved through the matching of the input shaft of the gearbox, such as:

[0072] One power motor 50 works in the first gear, and the other power motor 50 works in the second gear, so that the power output is less than the power output of both power motors 50 working in the first gear and greater than the power output of both power motors 50 working in the second gear in the present patent; similarly

[0073] One power motor 50 works in the second gear, and the other power motor 50 works in the third gear; or

[0074] One power motor 50 works in the third gear, and the other power motor 50 works in the fourth gear.

[0075] The present invention provides an electric drive assembly, comprising the multi-speed transmission system, a power motor 50 and an output flange 60 as described above, wherein the power motor 50 is drivingly connected to the input shaft 10 of the multi-speed transmission system, and the output flange 60 is fixedly connected to the output end 40.

[0076] The multi-speed transmission system realizes high speed and low torque of the power motor 50, reduces the use of rare earth permanent magnet materials in the motor product, and effectively reduces the weight, volume and cost of the power motor 50. At the same time, the high-speed and low-torque multi-speed transmission system is adopted to effectively reduce the overall weight and volume of the electric drive assembly.

[0077] Furthermore, the peak speed of the power motor 50 is ≥10000RPM, and the peak torque is ≤500Nm.

[0078] When using, please refer to Figure 2 , the arrow in the figure indicates the direction of power transmission, the same below, first gear power output: the power of the two power motors 50 is transmitted to the intermediate shaft 30 via the input gear 11 and the driven gear 1 31, the shifter 1 22 is in a neutral state, and the shifter 2 233 is engaged with the driven gear 4 232 under the push of the shift actuator, thereby transmitting the power to the output gear 24, and finally output to the whole vehicle through the output flange 60 after deceleration and torque increase by the driven gear 5 41.

[0079] See also Figure 3 , second gear power output: the power of the two power motors 50 is transmitted to the intermediate shaft 30 through the input gear 11 and the driven gear 1 31, the shifter 1 22 is in a neutral state, and the shifter 2 233 is engaged with the driven gear 3 231 under the push of the shift actuator, thereby transmitting the power to the output gear 24, and finally output to the whole vehicle through the output flange 60 after deceleration and torque increase by the driven gear 5 41.

[0080] See also Figure 4 , three-speed power output: the power of the two power motors 50 is transmitted to the intermediate shaft 30 through the input gear 11 and the driven gear 1 31, the shifter 2 233 is in neutral state, and the shifter 1 22 is engaged with the driven gear 2 21 under the push of the shift actuator, thereby transmitting the power to the output gear 24, and finally output to the whole vehicle through the output flange 60 after deceleration and torque increase by the driven gear 5 41.

[0081] See also Figure 4 , four-speed power output: the power of the two power motors 50 is transmitted to the intermediate shaft 30 through the input gear 11 and the driven gear 1 31, the shifter 2 233 is in a neutral state, and the shifter 1 22 is engaged with the input gear 11 under the push of the shift actuator, thereby transmitting the power to the output gear 24, and finally being decelerated and torque-increased by the driven gear 5 41 and output to the whole vehicle through the output flange 60.

[0082] The present invention provides a vehicle chassis, comprising the above-mentioned electric drive assembly and a chassis body, wherein the electric drive assembly is fixedly mounted on the chassis body. The electric drive assembly with a smaller weight and volume can reduce the space occupied by the installation, so that more batteries can be installed on the chassis body. At the same time, the electric drive assembly has a higher energy efficiency, which can further improve the cruising range.

[0083] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of protection of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of different aspects of one or more embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0084] One or more embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of one or more embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A multi-speed transmission system, characterized in that: include: At least two input shafts (10), each of the input shafts (10) being provided with an input gear (11); The same number of drive shafts (20) as the input shaft (10), the drive shafts (20) being provided with driven gears (21) and shifters (22), the shifters (22) being selectively engageable with the input gear (11) or the driven gears (31) to form a shift mechanism (1), the drive shafts (20) also being provided with a plurality of shift mechanisms (23) and an output gear (24) located at a far end; an intermediate shaft (30), wherein the intermediate shaft (30) is provided with a driven gear 1 (31) meshing with the input gear (11), a driving gear 1 (32) meshing with the driven gear 2 (21), and a plurality of driving gear sets cooperating with the shift mechanism 2 (23); and An output end (40) is meshed with an output gear (24).

2. The multi-speed transmission system according to claim 1, characterized in that: The number of the input shafts (10) is two, and each input shaft (10) is used to connect to a motor.

3. The multi-speed transmission system according to claim 2, characterized in that: The shift mechanism 2 (23) comprises a driven gear 3 (231), a driven gear 4 (232) and a shifter 2 (233), wherein the shifter 2 (233) can selectively engage with the driven gear 3 (231) or the driven gear 4 (232), and the driving gear set comprises a driving gear 2 (33) and a driving gear 3 (34), wherein the driving gear 2 (33) and the driving gear 3 (34) are respectively engaged with the driven gear 3 (231) and the driven gear 4 (232).

4. The multi-speed transmission system according to claim 3, characterized in that: The transmission ratio between the driving gear 2 (33) and the driven gear 3 (231) is 1.5-2.5, and the transmission ratio between the driving gear 3 (34) and the driven gear 4 (232) is 2-4.

5. The multi-speed transmission system according to claim 3, characterized in that: The second shifter (233) is a coupling sleeve or a clutch.

6. The multi-speed transmission system according to claim 1, characterized in that: The output end (40) comprises a driven gear (41) meshing with the output gear (24) and an output shaft (42) interference-fitted with the shaft hole of the driven gear (41).

7. The multi-speed transmission system according to claim 6, characterized in that: The speed ratio between the output gear (24) and the driven gear five (41) is greater than the speed ratio between the driving gear set and the shift mechanism two (23).

8. The multi-speed transmission system according to any one of claims 1 to 6, characterized in that: The speed ratio between the input gear (11) and the driven gear 1 (31) is 1-4, and the speed ratio between the driving gear 1 (32) and the driven gear 2 (21) is 1.1-2.

5.

9. An electric drive assembly, characterized in that: It comprises a multi-speed transmission system as claimed in any one of claims 1 to 8, a power motor (50) and an output flange (60), wherein the power motor (50) is drivingly connected to an input shaft (10) of the multi-speed transmission system, and the output flange (60) is fixedly connected to an output end (40).

10. A vehicle chassis, characterized in that: It comprises the electric drive assembly as claimed in claim 9 and a chassis body, wherein the electric drive assembly is fixedly mounted on the chassis body.

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