Dual-motor three-gear gearbox suitable for heavy truck

Abstract

The invention provides a dual-motor three-gear gearbox suitable for a heavy truck. The double-motor three-gear gearbox suitable for the heavy truck comprises an input assembly, a middle assembly and an output assembly which are sequentially connected, the middle assembly is provided with a middle gear shifting mechanism, and the output assembly is connected with the input assembly through a direct gear shifting mechanism. According to the double-motor three-gear gearbox suitable for the heavy truck, the defects that an existing three-gear transmission scheme is low in transmission efficiency, large in weight and the like are overcome.

Description

Technical Field

[0001] The present invention relates to the field of speed change devices, and in particular to a dual-motor three-speed gearbox suitable for heavy trucks. Background Art

[0002] As new energy heavy-duty trucks develop towards higher payloads and longer driving ranges, traditional single-motor, multi-speed transmissions face bottlenecks such as low transmission efficiency and power interruption during gear shifts. Existing two-speed transmissions struggle to meet the high torque and wide speed range requirements of electric heavy-duty trucks. A three-speed transmission could address these issues, but the increased number of gears results in a greater number of meshing gears, reduced transmission efficiency, and increased weight. This makes it difficult to achieve a transmission that balances high integration, low weight, and high efficiency. Summary of the Invention

[0003] In order to solve the defects of the existing three-speed transmission scheme such as low transmission efficiency and heavy weight, the present invention provides a dual-motor three-speed transmission suitable for heavy trucks to solve the above problems.

[0004] A dual-motor three-speed gearbox suitable for heavy trucks comprises an input assembly, an intermediate assembly and an output assembly connected in sequence, wherein the intermediate assembly is provided with an intermediate shift mechanism, and a direct shift mechanism is provided between the output assembly and the input assembly.

[0005] In a preferred embodiment of the dual-motor three-speed transmission for heavy trucks provided by the present invention, the input assembly includes a first input assembly and a second input assembly; the first input assembly includes a first motor, a first input shaft and a first input tooth connected in sequence, and the second input assembly includes a second motor, a second input shaft and a second input tooth connected in sequence, and all three are hollow structures and are arranged around the outside of the first input shaft.

[0006] In a preferred embodiment of the present invention for a heavy-duty truck dual-motor three-speed transmission, the intermediate assembly includes an intermediate shaft, first and second intermediate teeth fixedly mounted on the intermediate shaft, and first and second gear teeth slidably mounted on the intermediate shaft. The first intermediate teeth mesh with the first input teeth, and the second intermediate teeth mesh with the second input teeth, with both meshing using a counter-rotating helical gear set.

[0007] In a preferred embodiment of the dual-motor three-speed gearbox for heavy trucks provided by the present invention, the output assembly includes an output shaft, a high-speed tooth and a low-speed tooth fixed to the output shaft, which are respectively engaged with the second-speed tooth and the first-speed tooth.

[0008] In a preferred embodiment of the dual-motor three-speed gearbox for heavy trucks provided by the present invention, it includes two sets of intermediate components with the same structure; the first intermediate teeth in the two sets of intermediate components are engaged with the same first input teeth, and the second intermediate teeth are engaged with the same second input teeth; the first-speed teeth in the two sets of intermediate components are engaged with the same low-speed teeth, and the second-speed teeth are engaged with the same high-speed teeth.

[0009] In a preferred embodiment of the dual-motor three-speed gearbox for heavy trucks provided by the present invention, the intermediate shift mechanism is arranged on the intermediate shaft between the first-speed gear and the second-speed gear. When the intermediate shift mechanism is switched to the first gear, the first-speed gear is connected to the intermediate shaft. When the intermediate shift mechanism is switched to the second gear, the second-speed gear is connected to the intermediate shaft.

[0010] In a preferred embodiment of the present invention for a dual-motor, three-speed transmission for heavy-duty trucks, the output shaft is coaxial with the first and second input shafts, and the direct shift mechanism is connected between the first and second input shafts. When the direct shift mechanism is in neutral, the first input shaft is disconnected from the output shaft, and when the gear is in first gear, the first input shaft is connected to the output shaft.

[0011] In a preferred embodiment of the dual-motor three-speed gearbox for heavy trucks provided by the present invention, when the intermediate shift mechanism is switched to first gear and the direct shift mechanism is switched to neutral, it is the first gear of the gearbox; when the intermediate shift mechanism is switched to second gear and the direct shift mechanism is switched to neutral, it is the second gear of the gearbox; when the intermediate shift mechanism is switched to neutral and the direct shift mechanism is switched to first gear, it is the third gear of the gearbox.

[0012] Compared with the prior art, the dual-motor three-speed gearbox for heavy trucks provided by the present invention has the following beneficial effects: 1. The solution provided by this invention adopts a design in which two motors are coaxially integrated and two intermediate shafts are arranged in parallel, enabling the gearbox to achieve advantages such as high integration, light weight, and high transmission efficiency. This also reduces gear wear and lowers maintenance costs.

[0013] 2. The solution provided by the present invention adopts reverse helical gear set meshing to achieve axial force self-balancing, reduce bearing pressure, extend bearing life, and adapt to heavy truck high torque working conditions.

[0014] 3. The solution provided by this invention utilizes a dual-motor, three-speed design that matches the motor's high-efficiency zone. Under braking conditions, the dual motors can collaborate for efficient energy recovery, offering excellent energy reuse potential. Through torque crossover control of the dual motors, shifting without power interruption is possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a schematic diagram of a dual-motor, three-speed gearbox suitable for heavy-duty trucks.

[0016] Reference numerals in the figure: first motor 11, first input shaft 12, first input tooth 13, second motor 21, second input shaft 22, second input tooth 23, intermediate shaft 31, first intermediate tooth 32, second intermediate tooth 33, first gear tooth 34, second gear tooth 35, output shaft 41, high-speed tooth 42, low-speed tooth 43, intermediate shift mechanism 5, direct shift mechanism 6. DETAILED DESCRIPTION

[0017] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0018] See also Figure 1 , is a schematic diagram of a dual-motor, three-speed transmission suitable for heavy-duty trucks, provided by the present invention. The transmission comprises a first input assembly, a second input assembly, an intermediate assembly, and an output assembly. The intermediate assembly is provided with an intermediate shift mechanism 5, and a direct shift mechanism 6 connects the output assembly to the first input assembly.

[0019] The first input assembly includes a first motor 11, a first input shaft 12, and a first input tooth 13. One end of the first input shaft 12 is connected to the first motor 11, and the other end is fixed with the first output tooth 13. The second input assembly includes a second motor 21, a second input shaft 22, and a second input tooth 23. The second motor 21 is a hollow motor that fits over the first input shaft 12 and is fixed to the first motor 11. The second input shaft 22 is also a hollow shaft that is connected to the second motor 21 at one end and fits over the first input shaft 12; the other end is fixed with the second input tooth 23.

[0020] The intermediate assembly includes an intermediate shaft 31, a first intermediate gear 32, a second intermediate gear 33, a first gear gear 34, and a second gear gear 35. The first intermediate gear 32 and the second intermediate gear 33 are fixed to the left end of the intermediate shaft 31, while the first gear gear 34 and the second gear gear 35 are slidably provided on the right end of the intermediate shaft 31.

[0021] The first intermediate teeth 32 and the second intermediate teeth 33 mesh with the first input teeth 13 and the second input teeth 23, respectively, and are meshed with each other using a helical gear set with opposite rotations. For example, the first intermediate teeth 32 may be a gear set consisting of two helical gears with opposite rotations, and the first input teeth 13 may also be a gear set consisting of two helical gears with opposite rotations, and the two gear sets may mesh with each other.

[0022] The output assembly includes an output shaft 41, high-speed gears 42, and low-speed gears 43. Both high-speed gears 42 and low-speed gears 43 are fixed to the output shaft 41. The high-speed gears 42 mesh with the second-speed gears 35, and the low-speed gears 43 mesh with the first-speed gears 34. The right end of the output shaft 41 is connected to the output.

[0023] The two intermediate assemblies with the same structure are arranged symmetrically, that is, the first input tooth 13 meshes with the two first intermediate teeth 32, and the second input tooth 23 meshes with the two second intermediate teeth 33. The high-speed tooth 42 meshes with the two second-speed teeth 35, and the low-speed tooth 43 meshes with the two first-speed teeth 34.

[0024] An intermediate shift mechanism 5 is installed on the intermediate shaft 31 between the first gear teeth 34 and the second gear teeth 35. The intermediate shift mechanism 5 includes a shift spline fixed to the intermediate shaft 31, as well as a first gear spline and a second gear spline located adjacent to the first gear teeth 34 and second gear teeth 35, respectively. The first gear spline or the second gear spline is connected to the shift spline via a gear sleeve, achieving transmission connection between the first gear teeth 34 and the intermediate shaft 31, or between the second gear teeth 35 and the intermediate shaft 31.

[0025] The output shaft 41 is coaxial with both the first input shaft 12 and the second input shaft 22. A direct shift mechanism 6 is provided between the right end of the first input shaft 12 and the left end of the output shaft 41. This direct shift mechanism 6 includes a shift spline located on the right end of the first input shaft 12 or the right end of the first input tooth 13, and a shift spline located on the left end of the output shaft 41. The first input shaft 12 and the output shaft 41 are connected or disconnected by connecting or disconnecting the two shift splines via a gear sleeve.

[0026] When the intermediate shift mechanism 5 is switched to first gear, the power of the first motor 11 passes through the first input gear 13 and the first intermediate gear 32 to the two intermediate shafts 31, and then passes through the first gear gear 34 and the low-speed gear 43 to merge with the output shaft 41. The power of the second motor 12 passes through the second input gear 23 and the second intermediate gear 33 to the two intermediate shafts 31, and then passes through the first gear gear 34 and the low-speed gear 43 to merge with the output shaft 41.

[0027] When the intermediate shift mechanism 5 is switched to the second gear, the power of the first motor 11 passes through the first input teeth 13 and the first intermediate teeth 32 to the two intermediate shafts 31, and then passes through the second gear teeth 35 and the high-speed teeth 42 to merge with the output shaft 41. The power of the second motor 12 passes through the second input teeth 23 and the second intermediate teeth 33 to the two intermediate shafts 31, and then passes through the second gear teeth 35 and the high-speed teeth 42 to merge with the output shaft 41.

[0028] When the intermediate shift mechanism 5 is switched to neutral, the power of the first motor 11 passes through the first input gear 13 and the first intermediate gear 32 to the two intermediate shafts 31 for idling; the power of the second motor 12 passes through the second input gear 23 and the second intermediate gear 33 to the two intermediate shafts 31 for idling.

[0029] When the direct shift mechanism 6 switches to first gear, the power of the first motor 11 is transmitted to the output shaft 41 via the first input teeth 13; the power of the second motor 12 is transmitted to the output shaft 41 via the second input teeth 23, the second intermediate teeth 33, the first intermediate teeth 32, and the first input teeth 13.

[0030] When the direct shift mechanism 6 is switched to neutral, the power of the first motor 11 is transmitted through the first input gear 13 and the first intermediate gear 32 to the two intermediate shafts 31 ; the power of the second motor 12 is transmitted through the second input gear 23 and the second intermediate gear 33 to the two intermediate shafts 31 .

[0031] When the dual-motor three-speed gearbox for heavy trucks provided by the present invention is switched to first gear, the intermediate shift mechanism 5 is switched to first gear and the direct shift mechanism 6 is switched to neutral gear.

[0032] When the three-speed gearbox of a heavy-duty truck with two motors is switched to the second gear, the intermediate shift mechanism 5 is switched to the second gear, and the direct shift mechanism 6 is switched to the neutral gear.

[0033] When the three-speed gearbox of a heavy-duty truck with two motors is switched to the third gear, the intermediate shift mechanism 5 is switched to the neutral gear, and the direct shift mechanism 6 is switched to the first gear.

[0034] The above descriptions are merely embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A dual-motor three-speed gearbox suitable for heavy trucks, characterized by: The invention comprises an input component, an intermediate component and an output component which are connected in sequence. The intermediate component is provided with an intermediate shift mechanism. A direct shift mechanism is provided between the output component and the input component.

2. The dual-motor three-speed gearbox for heavy trucks according to claim 1, characterized in that: The input assembly includes a first input assembly and a second input assembly; the first input assembly includes a first motor, a first input shaft and a first input tooth connected in sequence, and the second input assembly includes a second motor, a second input shaft and a second input tooth connected in sequence, and all three are hollow structures and are arranged around the outside of the first input shaft.

3. The dual-motor three-speed gearbox for heavy trucks according to claim 2 is characterized in that: The intermediate assembly includes an intermediate shaft, a first intermediate tooth and a second intermediate tooth fixedly arranged on the intermediate shaft, and a first gear tooth and a second gear tooth slidably arranged on the intermediate shaft.

4. The dual-motor three-speed gearbox for heavy trucks according to claim 3 is characterized by: The first intermediate teeth are meshed with the first input teeth, and the second intermediate teeth are meshed with the second input teeth, and both are meshed with each other using a reverse helical gear set.

5. The dual-motor three-speed gearbox for heavy trucks according to claim 3 is characterized by: The output assembly includes an output shaft, a high-speed tooth and a low-speed tooth fixed to the output shaft, which are respectively engaged with the second-speed tooth and the first-speed tooth.

6. The dual-motor three-speed gearbox for heavy trucks according to claim 5, characterized in that: It comprises two sets of intermediate assemblies with the same structure; the first intermediate teeth in the two sets of intermediate assemblies are engaged with the same first input teeth, and the second intermediate teeth are engaged with the same second input teeth; the first gear teeth in the two sets of intermediate assemblies are engaged with the same low-speed teeth, and the second gear teeth are engaged with the same high-speed teeth.

7. The dual-motor three-speed gearbox for heavy trucks according to any one of claims 3 to 6, characterized in that: The intermediate shift mechanism is provided on the intermediate shaft between the first gear teeth and the second gear teeth. When the intermediate shift mechanism is switched to the first gear, the first gear teeth are connected to the intermediate shaft. When the intermediate shift mechanism is switched to the second gear, the second gear teeth are connected to the intermediate shaft.

8. The dual-motor three-speed gearbox for heavy trucks according to claim 7, characterized in that: The output shaft is coaxial with the first input shaft and the second input shaft, and the direct shift mechanism is provided between the first input shaft and the output shaft.

9. The dual-motor three-speed gearbox for heavy trucks according to claim 8, characterized in that: When the direct shift mechanism is switched to neutral, the first input shaft is disconnected from the output shaft, and when the direct shift mechanism is switched to first gear, the first input shaft is connected to the output shaft.

10. The dual-motor three-speed gearbox for heavy trucks according to claim 9, characterized in that: When the intermediate shift mechanism is switched to first gear and the direct shift mechanism is switched to neutral, it is the first gear of the transmission; when the intermediate shift mechanism is switched to second gear and the direct shift mechanism is switched to neutral, it is the second gear of the transmission; when the intermediate shift mechanism is switched to neutral and the direct shift mechanism is switched to first gear, it is the third gear of the transmission.

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