Double-AT parallel multi-motor multi-gear transmission
By using a dual-AT parallel multi-motor multi-speed transmission design, the problem of insufficient torque in electric heavy-duty vehicles during start-up and hill climbing is solved, achieving efficient power output under multiple operating conditions, improving the reliability of the transmission system and driving comfort, and reducing costs and failure risks.
Patent Information
- Application Number
- CN202511348159.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-20
- Publication Date
- 2025-11-04
AI Technical Summary
Existing electric heavy-duty vehicle transmission systems are inadequate in terms of adaptability to various operating conditions, smooth power output, and energy consumption optimization. In particular, they require a large torque output when starting and climbing hills, but single-speed transmissions cannot provide sufficient torque, resulting in poor vehicle acceleration performance and increased energy consumption.
It adopts a dual-AT parallel multi-motor multi-speed transmission, which enhances the vehicle's starting and climbing ability through the coordinated work of multiple motors. The compact structure reduces manufacturing and maintenance costs. It uses a nested clutch to achieve independent control, reducing power interruption time during gear shifting and improving driving comfort. It also reduces the risk of leakage through an integrated hydraulic system.
It achieves enhanced torque output under various complex operating conditions, reduces the risk of failure, improves the reliability and driving comfort of the transmission system, reduces manufacturing and maintenance costs, and ensures the safety and smoothness of the vehicle during operation.
Smart Images
Figure CN120886642A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The application belongs to the technical field of transmission systems, and more particularly to a double-AT parallel multi-motor multi-gear transmission. BACKGROUND
[0002] With the increasing emphasis on environmental protection and sustainable development worldwide, electric heavy-duty vehicles are gradually becoming an important development direction in the future transportation field. Electric heavy-duty vehicles not only effectively reduce tail gas emissions and pollution to the environment, but also improve energy utilization efficiency and reduce operating costs. However, due to the characteristics of heavy-duty vehicles such as large weight, strong load capacity, and complex driving conditions, higher requirements are placed on the power transmission system.
[0003] Most existing electric heavy-duty vehicle transmission systems use single-speed transmissions or simple two-gear transmissions with fixed speed ratios. Although they can meet the basic driving needs to some extent, there are still obvious shortcomings in terms of multi-condition adaptability, power output smoothness, and energy consumption optimization. For example, when starting and climbing, a large torque output is required, but single-speed transmissions cannot provide sufficient torque amplification, resulting in poor vehicle acceleration performance and increased energy consumption. SUMMARY
[0004] To overcome the shortcomings of the prior art, the present application provides a double-AT parallel multi-motor multi-gear transmission that can be applied to electric heavy-duty vehicles. The transmission uses multiple motors working together to enhance the vehicle's starting and climbing ability, adapts to various complex conditions, has a compact structure, reduces manufacturing and maintenance costs, reduces the risk of failure, and improves the reliability of the transmission system.
[0005] To achieve the above-mentioned purpose, the present application provides the following technical solution: a double-AT parallel multi-motor multi-gear transmission, comprising a housing, two drive groups are connected in parallel on the housing, an output shaft is arranged in the housing, the drive group comprises two drive motors and an intermediate transmission shaft, two driving gears of different sizes are arranged on the main shaft of the two drive motors, a driven gear corresponding to the driving gear is arranged on the intermediate transmission shaft, the driving gear and the driven gear are in speed reduction transmission, a clutch is arranged between the driven gear and the intermediate transmission shaft, a transmission gear is arranged on the intermediate transmission shaft, an output gear corresponding to the transmission gear is arranged on the output shaft, and the output gear meshes with the two transmission gears at the same time.
[0006] Further, the transmission gear and the output gear are in speed reduction transmission.
[0007] Further, the driven gear is larger than the transmission gear.
[0008] Further, the two clutches on the same intermediate transmission shaft are nested clutches, including an inner clutch inner ring, an inner and outer clutch shared ring and an outer clutch outer ring, the two driven gears are connected to the inner clutch inner ring and the outer clutch outer ring respectively, the inner clutch inner ring is rotatably connected to the intermediate transmission shaft, the inner and outer clutch shared ring is fixedly connected to the intermediate transmission shaft, the outer clutch outer ring is rotatably connected to the inner and outer clutch shared ring, an inner friction plate set is arranged between the inner clutch inner ring and the inner and outer clutch shared ring, and an outer friction plate set is arranged between the outer clutch outer ring and the inner and outer clutch shared ring. The inner friction plate set and the outer friction plate set each include a plurality of cross-arranged dynamic friction plates and static friction plates, the static friction plates of the inner friction plate set and the outer friction plate set are connected to the inner side and the outer side of the inner and outer clutch shared ring through splines respectively, and the dynamic friction plates of the inner friction plate set and the outer friction plate set are connected to the inner clutch inner ring and the outer clutch outer ring through splines respectively, so that the dynamic friction plates and the static friction plates can axially slide through the splines. Further, the inner and outer clutch pistons corresponding to the inner friction plate set and the outer friction plate set are arranged, the inner clutch piston and the outer clutch piston are each provided with a return spring, and the inner clutch piston and the outer clutch piston are each driven by hydraulic pressure.
[0009] Further, the inner and outer clutch shared ring is provided with a closed inner driving cavity and an outer driving cavity on two sides respectively, the inner clutch piston slides in the inner driving cavity, the outer clutch piston slides in the outer driving cavity, the inner driving cavity and the outer driving cavity are connected to a hydraulic channel, and the hydraulic channel is located on the intermediate transmission shaft.
[0010] Further, the inner and outer clutch shared ring is provided with an inner blocking ring and an outer blocking ring corresponding to the inner friction plate set and the outer friction plate set respectively, and the inner friction plate set and the outer friction plate set are limited.
[0011] Further, the four clutches share one hydraulic system for driving, the hydraulic system includes an oil tank, a conveying mechanism and a multi-layer oil way block, a pipeline one is arranged in the multi-layer oil way block, the pipeline one is connected to the oil tank and the conveying mechanism, two two-way four-way valves Y1 and Y5 are arranged on the multi-layer oil way block, two branch pipelines are connected to the pipeline one, the two branch pipelines are connected to valve ports four on the two two-way four-way valves Y1 and Y5 respectively, valve ports one and three on the two two-way four-way valves Y1 and Y5 are connected to two clutches through two pipeline twos respectively, valve port two on the two two-way four-way valves Y1 and Y5 is connected to each other through a pipeline three, two two-way two-way valves Y4 and Y6 which are always open are arranged on the two branch pipelines respectively, a cooling pipeline is arranged between the pipeline one and the pipeline three, a cooler is arranged on the cooling pipeline to cool hydraulic oil in the cooling pipeline, a two-way two-way valve Y3 is arranged on the cooling pipeline, and an energy accumulator is connected to the pipeline one.
[0012] Further, an overflow pipeline is arranged between the pipeline I and the oil tank, and an overflow valve is arranged on the overflow pipeline.
[0013] Further, a two-position two-way valve Y2 with normally open and one-way flow is arranged on the pipeline I, and the one-way flow direction is from the oil tank to the clutch.
[0014] Further, a two-position three-way valve Y7 is arranged on the cooling pipeline, the valve port I and the valve port II of which are connected to the cooling pipeline, and the valve port III is connected to the oil tank through a backflow pipeline.
[0015] Compared with the prior art, the present application has the following advantages: 1. Multiple motors work together to provide greater torque through different gear shifts, enhancing vehicle starting and climbing ability; multiple gear design meets the demand for low-speed high-torque and high-speed high-efficiency, and adapts to various complex working conditions; cost-effective: compact structure, reduced mechanical components, reduced manufacturing and maintenance costs; multiple motor layout disperses load, reduces failure risk, and improves reliability of the transmission system; 2. By arranging the inner clutch and the outer clutch, independent control of the two driven gears is realized, which can effectively reduce the power interruption time during gear shifting, making the gear shifting more smooth and improving the driving comfort; 3. The nested clutch adopts a structure with shared rings for the inner and outer clutches, which can shorten the axial dimension, reduce the weight of the clutch and the number of parts, and improve the product performance and competitiveness; 4. The complex hydraulic pipeline, valve body installation channel, cooling channel, etc. are highly integrated in a modular component, reducing the number of external pipelines and joints, reducing the risk of leakage, simplifying the assembly process, making the entire system structure compact, and saving installation space; 5. Since only one intermediate shaft clutch is disconnected and the other intermediate shaft clutch is closed during each gear shift, only 50% of the power is lost during gear shifting, without causing power interruption, greatly improving the safety and comfort of the driver during vehicle driving. BRIEF DESCRIPTION OF DRAWINGS
[0016] Figure 1 is a schematic diagram of the three-dimensional structure of the double-AT parallel multi-motor multi-gear transmission of the present application; Figure 2 is a transmission and gear topology diagram of the double-AT parallel multi-motor multi-gear transmission of the present application; Figure 3 is a schematic diagram of the three-dimensional structure of the intermediate transmission shaft of the double-AT parallel multi-motor multi-gear transmission of the present application; Figure 4The internal structure schematic view of the intermediate transmission shaft in the double-AT parallel multi-motor multi-gear transmission of the application; Figure 5 The pipeline schematic view of the hydraulic system in the double-AT parallel multi-motor multi-gear transmission of the application; Figure 6 The passage schematic view of the two-position four-way valve when the first gear in the double-AT parallel multi-motor multi-gear transmission of the application.
[0017] The figure mark: output shaft 1; driving motor 2; intermediate transmission shaft 3; driving gear 4; driven gear 5; transmission gear 6; output gear 7; inner clutch inner ring 8; inner and outer clutch shared ring 9; outer clutch outer ring 10; inner friction plate group 11; outer friction plate group 12; inner clutch piston 13; outer clutch piston 14; return spring 15; inner driving cavity 16; outer driving cavity 17; sealing cover 18; inner blocking ring 19; outer blocking ring 20; oil tank 21; conveying mechanism 22; multi-layer oil way block 23; pipeline one 24; branch pipeline 25; pipeline two 26; pipeline three 27; cooling pipeline 28; cooler 29; accumulator 30; overflow pipeline 31; overflow valve 32; filter 33; pressure sensor 34. DETAILED DESCRIPTION
[0018] In the description of the application, it should be noted that, for the orientation words, such as the terms "center", "transverse (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate the orientation and positional relationship based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the application and simplifying the description, and cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and cannot be understood as limiting the specific protection scope of the application.
[0019] In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features. Therefore, the "first", "second" features can be explicitly or implicitly included one or more features, and the meaning of "several", "several" in the description of the application is two or more than two, unless otherwise explicitly specified.
[0020] Reference Figures 1 to 6 Further description of the application.
[0021] A double-AT parallel multi-motor multi-gear transmission, comprising a housing (not shown in the drawings), two drive groups are connected in parallel on the housing, an output shaft 1 is arranged in the housing, the drive group comprises two drive motors 2 and an intermediate transmission shaft 3, two main drive gears 4 of different sizes are arranged on the main shaft of the two drive motors 2, a driven gear 5 corresponding to the main drive gear 4 is arranged on the intermediate transmission shaft 3, the main drive gear 4 and the driven gear 5 are in speed reduction transmission, a clutch is arranged between the driven gear 5 and the intermediate transmission shaft 3, a transmission gear 6 is arranged on the intermediate transmission shaft 3, an output gear 7 corresponding to the transmission gear 6 is arranged on the output shaft 1, and the output gear 7 meshes with two transmission gears 6 at the same time. Specifically, the two driven gears 5 on the intermediate transmission shaft 3 are also of different sizes, and the larger driven gear 5 meshes with the smaller main drive gear 4, and the smaller driven gear 5 meshes with the larger main drive gear 4. Specifically, the two drive motors 2 in one drive group drive the intermediate transmission shaft 3 to rotate at the same time, and then the power is transmitted to the output shaft 1 by the intermediate transmission shaft 3, and the two intermediate transmission shafts 3 transmit power to the output shaft 1 at the same time, the two driven gears 5 on the intermediate transmission shaft 3 are connected or disconnected with the intermediate transmission shaft 3 through independent clutches, and only one driven gear 5 on the intermediate transmission shaft 3 is connected with the intermediate transmission shaft 3 at a time, so as to realize different transmission ratios, and finally realize different rotating speeds and torques of the output shaft 1. Specifically, the power transmission between the main drive gears 4 on the two drive motors 2 and the intermediate transmission shaft 3 in one drive group is K1 and K3 respectively, and the power transmission between the main drive gears 4 on the two drive motors 2 and the intermediate transmission shaft 3 in the other drive group is K2 and K4 respectively, then the transmission gear positions include three gears, that is, K1+K2, K2+K3 and K3+K4, and the remaining K1+K4 gear position is the same as K2+K3. Since only one intermediate shaft clutch is disconnected and the other intermediate shaft clutch is closed during each gear shifting, only 50% of the power is lost during the gear shifting process, and the power interruption does not occur, which greatly improves the safety and comfort of the driver during vehicle driving. The two groups of four drive motors 2 work together to provide greater torque and enhance the vehicle's starting and climbing ability through different gear shifting. The multi-gear design meets the low-speed high-torque and high-speed high-efficiency requirements and adapts to various complex working conditions. Cost-effective: compact structure, reduced mechanical components, and reduced manufacturing and maintenance costs; multi-motor layout disperses load, reduces failure risk, and improves transmission system reliability. As shown in Figure 1 , preferably in this example, the transmission gear 6 and the output gear 7 are in speed reduction transmission, which further improves the output torque of the output shaft 1. As shown in Figure 2 , preferably in this example, the driven gear 5 is larger than the transmission gear 6, and the coaxial transmission gear 6 and driven gear 5 have the same rotating speed, which reduces the size of the transmission during further speed reduction transmission.Figure 4 As shown, preferably in the present embodiment, the two clutches on the same intermediate transmission shaft 3 are nested clutches, including an inner clutch inner ring 8, an inner-outer clutch shared ring 9, and an outer clutch outer ring 10, two driven gears 5 are connected to the inner clutch inner ring 8 and the outer clutch outer ring 10 respectively, the inner clutch inner ring 8 is rotationally connected to the intermediate transmission shaft 3, the inner-outer clutch shared ring 9 is fixedly connected to the intermediate transmission shaft 3, the outer clutch outer ring 10 is rotationally connected to the inner-outer clutch shared ring 9, an inner friction plate set 11 is arranged between the inner clutch inner ring 8 and the inner-outer clutch shared ring 9, and an outer friction plate set 12 is arranged between the outer clutch outer ring 10 and the inner-outer clutch shared ring 9; the inner friction plate set 11 and the outer friction plate set 12 each include a plurality of cross-arranged dynamic friction plates and static friction plates, the static friction plates of the inner friction plate set 11 and the outer friction plate set 12 are respectively connected to the inner side and the outer side of the inner-outer clutch shared ring 9 through splines, the dynamic friction plates of the inner friction plate set 11 and the outer friction plate set 12 are respectively connected to the inner clutch inner ring 8 and the outer clutch outer ring 10 through splines, and the splines can make the dynamic friction plates and the static friction plates axially slide; further including an inner clutch piston 13 and an outer clutch piston 14 corresponding to the inner friction plate set 11 and the outer friction plate set 12, the inner clutch piston 13 and the outer clutch piston 14 are each provided with a return spring 15, and the inner clutch piston 13 and the outer clutch piston 14 are each driven by hydraulic pressure. Figure 4As shown, when the hydraulic drive inner clutch piston 13 moves, it moves towards the inner friction plate group 11, and the dynamic and static friction plates of the inner friction plate group 11 are extruded. Since the dynamic and static friction plates are connected by splines, the extrusion of the inner clutch piston 13 can make the dynamic and static friction plates arranged in cross arrangement be in close contact with each other, so as to connect the inner clutch inner ring 8 and the inner and outer clutch shared ring 9 by friction force. When the driven gear 5 connected with the inner clutch inner ring 8 is driven, the power can be transmitted to the intermediate transmission shaft 3 through the inner clutch inner ring 8 and the inner and outer clutch shared ring 9, so as to drive the intermediate transmission shaft 3 to rotate. When the outer clutch piston 14 is not driven by hydraulic pressure, the dynamic and static friction plates are not extruded and are loose with each other, so that the outer clutch outer ring 10 is separated from the inner and outer clutch shared ring 9, and the power of the driven gear 5 connected with the outer clutch outer ring 10 cannot be transmitted to the intermediate transmission shaft 3. By arranging the inner clutch and the outer clutch, the independent control of the two driven gears 5 is realized. The independent control mode can effectively reduce the power interruption time in the shifting process, make the shifting more smooth, and improve the driving comfort. The spline connection of the dynamic and static friction plates not only ensures the sliding freedom of the friction plates in the axial direction, but also ensures the stability and reliability of the friction plates under stress, and reduces the additional components for connecting the friction plates to drive the movement of the friction plates, and reduces the size of the clutch. During the working process of the clutch, the fast engagement and separation can be realized by the cooperation of the hydraulic drive and the return spring 15, and the excessive wear of the friction plates in the frequent shifting process of the traditional clutch is avoided. The nested clutch adopts the structure of the inner and outer clutch shared ring 9, and the inner and outer clutches are arranged in the radial direction, which can shorten the axial size, reduce the weight of the clutch, and reduce the number of parts, improve the product performance and competitiveness. Figure 4 As shown, in the preferred embodiment, the inner and outer clutch shared ring 9 is provided with a closed inner drive cavity 16 and an outer drive cavity 17 on both sides, respectively. The inner clutch piston 13 slides in the inner drive cavity 16, and the outer clutch piston 14 slides in the outer drive cavity 17. The inner drive cavity 16 and the outer drive cavity 17 are connected with a hydraulic channel (not shown in the figure), and the hydraulic channel is located on the intermediate transmission shaft 3. Specifically, high-pressure hydraulic oil is injected into the inner drive cavity 16 or the outer drive cavity 17 through the hydraulic channel, so as to drive the inner clutch piston 13 or the outer clutch piston 14 to move towards the inner friction plate group 11 or the outer friction plate group 12. Figure 4 As shown, specifically, the inner and outer clutch shared ring 9 and the intermediate transmission shaft 3 form the inner drive cavity 16. The inner clutch piston 13 is provided with a guide ring, and a plurality of first spring holes for installing the return spring 15 are arranged on the end face of the guide ring. The other end of the return spring 15 contacts a spring stop ring, and the spring stop ring is fixed on the intermediate transmission shaft 3. Figure 4As shown, in particular, the intermediate transmission shaft 3 is provided with a sealing cover 18, the sealing cover 18 and the inner-outer clutch shared ring 9 form an outer driving cavity 17, the inner-outer clutch shared ring 9 is provided with a plurality of second spring holes for installing return springs 15, and the other end of the return spring 15 contacts the outer clutch piston 14. In particular, the sliding of the clutch piston in the driving cavity is sealing sliding. Figure 4 As shown, in the preferred embodiment, the inner-outer clutch shared ring 9 is respectively provided with an inner blocking ring 19 and an outer blocking ring 20 corresponding to the inner friction plate group 11 and the outer friction plate group 12, and the inner friction plate group 11 and the outer friction plate group 12 are limited.
[0022] As shown, Figure 5 As shown, in the preferred embodiment, four clutches share one hydraulic system for driving, the hydraulic system includes an oil tank 21, a conveying mechanism 22 and a multi-layer oil passage block 23, the multi-layer oil passage block 23 is provided with a pipeline one 24, the pipeline one 24 connects the oil tank 21 and the conveying mechanism 22, the multi-layer oil passage block 23 is provided with two-position four-way valves Y1 and Y5, the pipeline one 24 is connected with two branch pipelines 25, the two branch pipelines 25 are respectively connected with valve ports four of the two-position four-way valves Y1 and Y5, valve ports one and three of the two-position four-way valves Y1 and Y5 are respectively connected with two clutches through two pipelines two 26, valve port two of the two-position four-way valves Y1 and Y5 are connected with each other through a pipeline three 27, the two branch pipelines 25 are respectively provided with two two-way valves Y4 and Y6 which are always open, a cooling pipeline 28 is arranged between the pipeline one 24 and the pipeline three 27, the cooling pipeline 28 is provided with a cooler 29 for cooling the hydraulic oil in the cooling pipeline 28, the cooling pipeline 28 is provided with a two-way valve Y3, and the pipeline one 24 is connected with an energy accumulator 30. Figure 5 and 6As shown, specifically, two-position four-way valve Y1 controls clutches K1 and K3, and two-position four-way valve Y5 controls clutches K2 and K4. In first gear, two-position four-way valve Y1 is energized, so that its valve port three is communicated with valve port four, and valve port one is communicated with valve port two. Hydraulic oil drives the piston in clutch K1 through valve port four and valve port three, so as to realize clutch closure. Two-position four-way valve Y5 is also energized, so that its valve port three is communicated with valve port four, and valve port one is communicated with valve port two. Hydraulic oil drives the piston in clutch K2 through valve port four and valve port three, so as to realize clutch closure. Similarly, in second gear, two-position four-way valve Y1 is de-energized, so that valve port one is communicated with valve port four, and valve port two is communicated with valve port three. Clutch K3 is closed. Two-position four-way valve Y5 is energized, so as to close clutch K2. In third gear, two-position four-way valve Y1 is de-energized, so as to close clutch K3. Two-position four-way valve Y5 is de-energized, so as to close clutch K4. Specifically, before the switching of the passages in two-position four-way valves Y1 and Y5, two-position two-way valves Y4 and Y6 are energized first, so as to cut off the oil path in the corresponding branch pipeline 25. Then, two-position four-way valves Y1 and Y5 are switched. Finally, two-position two-way valves Y4 and Y6 are de-energized, so as to realize oil supply. Specifically, when the hydraulic oil pressure for driving the clutch is insufficient, two-position two-way valve Y3 is energized, so as to make the oil pressure in the pipeline and the accumulator 30 reach a certain height. Specifically, when the oil pressure in the pipeline is low, the accumulator 30 can release energy. When the oil pressure is high, the accumulator 30 can absorb energy, so as to ensure the stable working pressure in the pipeline. As shown, Figure 5 As shown, preferably in the present embodiment, the conveying mechanism 22 includes a motor and a gear pump 11. The motor drives the gear pump 11. The gear pump 11 conveys the hydraulic oil in the oil tank 21 to the pipeline one 24 at a certain pressure. The gear pump 11 can also be other pumps. As shown, Figure 5 As shown, preferably in the present embodiment, an overflow pipeline 31 is arranged between the pipeline one 24 and the oil tank 21. An overflow valve 32 is arranged on the overflow pipeline 31. The overflow valve 32 sets the upper limit of the oil pressure in the pipeline. When the pressure exceeds the upper limit, the overflow valve 32 is opened to release the pressure. As shown, Figure 5 As shown, Figure 6 As shown, preferably in the present embodiment, a filter 33 and a pressure sensor 34 are arranged on the pipeline two 26. The filter 33 filters the oil entering the clutch. The pressure sensor 34 detects the oil pressure entering the clutch. As shown, Figure 5 As shown, preferably in the present embodiment, a two-position two-way valve Y2 is arranged on the pipeline one 24. The two-position two-way valve Y2 is always open in the direction from the oil tank 21 to the clutch. The two-position two-way valve Y2 is a safety valve. When the gear position of the transmission is normal, the two-position two-way valve Y2 is always open. The oil in the oil tank 21 can flow to the clutch. When there is a big problem in the oil system, the two-position two-way valve Y2 is energized. The oil in the clutch is discharged completely. The current gear position is separated, so as to form a neutral gear. The motor power continues to be transmitted. As shown, Figure 5As shown in the figure, in the preferred embodiment of the present application, a two-position three-way valve Y7 is arranged on the cooling pipeline 28, the valve port one and the valve port two of which are connected to the cooling pipeline 28, and the valve port three of which is connected to the oil tank 21 through a return pipeline. As shown in the figure, Figure 5 As shown in the figure, in the preferred embodiment of the present application, a two-position three-way valve Y7 is arranged on the cooling pipeline 28, the valve port one and the valve port two of which are connected to the cooling pipeline 28, and the valve port three of which is connected to the oil tank 21 through a return pipeline. As shown in the figure,
[0023] The above is only the preferred embodiment of the present application, and the protection scope of the present application is not limited to the above-mentioned embodiment. Any technical solution falling within the concept of the present application shall fall within the protection scope of the present application. It should be noted that, for ordinary skilled in the art, some improvements and refinements without departing from the principle of the present application shall also be considered as falling within the protection scope of the present application.
Claims
1. A dual-AT parallel multi-motor multi-speed transmission, characterized in that: The device includes a housing with two drive groups connected in parallel. An output shaft is disposed inside the housing. Each drive group includes two drive motors and an intermediate transmission shaft. The main shafts of the two drive motors are equipped with two drive gears, one large and one small. The intermediate transmission shaft is equipped with a driven gear corresponding to the drive gears. The drive gears and driven gears are in a speed reduction transmission relationship. A clutch is disposed between the driven gears and the intermediate transmission shaft. A transmission gear is disposed on the intermediate transmission shaft. An output gear is disposed on the output shaft corresponding to the transmission gear, and the output gear simultaneously meshes with the two transmission gears.
2. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: The transmission gear and the output gear are a speed reduction transmission.
3. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: The driven gear is larger than the transmission gear.
4. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: The two clutches on the same intermediate drive shaft are nested clutches, including an inner clutch inner ring, a common ring for inner and outer clutches, and an outer clutch outer ring. Two driven gears are respectively connected to the inner clutch inner ring and the outer clutch outer ring. The inner clutch inner ring is rotatably connected to the intermediate drive shaft, the common ring for inner and outer clutches is fixedly connected to the intermediate drive shaft, and the outer clutch outer ring is rotatably connected to the common ring for inner and outer clutches. An inner friction plate group is provided between the inner clutch inner ring and the common ring for inner and outer clutches, and an outer friction plate group is provided between the outer clutch outer ring and the common ring for inner and outer clutches. Both the inner and outer friction plate groups include several cross-arranged moving and stationary friction plates. The stationary friction plates of the inner and outer friction plate groups are connected to the inner and outer sides of the common ring of the inner and outer clutches respectively by splines. The moving friction plates of the inner and outer friction plate groups are connected to the inner ring of the inner clutch and the outer ring of the outer clutch respectively by splines. The moving and stationary friction plates can slide axially through the splines. It also includes an inner clutch piston and an outer clutch piston corresponding to the inner friction plate group and the outer friction plate group, and both the inner clutch piston and the outer clutch piston are provided with return springs. Both the inner clutch piston and the outer clutch piston are hydraulically driven.
5. The dual-AT parallel multi-motor multi-speed transmission according to claim 4, characterized in that: The inner and outer clutches share a common ring with two closed inner and outer drive chambers respectively. The inner clutch piston slides in the inner drive chamber and the outer clutch piston slides in the outer drive chamber. The inner and outer drive chambers are respectively connected to hydraulic channels, which are located on the intermediate transmission shaft.
6. The dual-AT parallel multi-motor multi-speed transmission according to claim 4, characterized in that: The common ring of the inner and outer clutches is provided with inner and outer retaining rings corresponding to the inner friction plate group and the outer friction plate group, respectively, to limit the movement of the inner friction plate group and the outer friction plate group.
7. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: Four clutches share a single hydraulic system for operation. This hydraulic system includes an oil tank, a conveying mechanism, and a multi-layer manifold. The multi-layer manifold contains a first pipeline connecting the oil tank and the conveying mechanism. Two two-position four-way valves Y1 and Y5 are installed on the multi-layer manifold. Two branch pipelines connect to the first pipeline, each connecting to port four of the two-position four-way valves Y1 and Y5. Ports one and three of the two-position four-way valves Y1 and Y5 are connected to two clutches via two second pipelines. Ports two of the two-position four-way valves Y1 and Y5 are interconnected via a third pipeline. Normally open two-position two-way valves Y4 and Y6 are installed on the two branch pipelines. A cooling pipeline connects the first and third pipelines, containing a cooler to cool the hydraulic oil. A two-position two-way valve Y3 is installed on the cooling pipeline. An accumulator is connected to the first pipeline.
8. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: An overflow pipe is provided between the pipeline and the oil tank, and an overflow valve is installed on the overflow pipe.
9. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: The pipeline is equipped with a normally open, one-way, two-position valve Y2, with the one-way flow direction being from the oil tank to the clutch.
10. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: A two-position three-way valve Y7 is installed on the cooling pipeline. Its valve port one and valve port two are connected to the cooling pipeline, and its valve port three is connected to the oil tank through the return pipeline.