A pure electric drive system realizing high-efficiency direct drive mode of multi-speed ratio group belt

Abstract

The application relates to the technical field of vehicle driving assemblies, in particular to a pure electric driving system for realizing high-efficiency direct driving mode of a multi-speed ratio group belt, which comprises a main box output shaft, a first motor input shaft coaxially connected in transmission with the main box output shaft, a first motor connected in transmission with the first motor input shaft, a second motor hollow input shaft, the second motor hollow input shaft being hollow, the first motor input shaft being arranged in the second motor hollow input shaft, a second motor connected in transmission with the second motor hollow input shaft, a sliding sleeve one slidingly connected to the end of the second motor hollow input shaft and sliding along the axial direction of the second motor hollow input shaft, and a first connecting gear coaxially fixed on the first motor input shaft at one side of the end of the second motor hollow input shaft, the first connecting gear being matched with the sliding sleeve one. The first motor and the second motor are coupled for direct driving, the mechanical transmission components are decoupled, there is no gear idling stirring oil loss, and high-efficiency double-motor power coupling direct driving is realized.

Description

Technical Field

[0001] This application relates to the field of vehicle drivetrain technology, and in particular to a pure electric drive system that realizes a multi-speed ratio group with an efficient direct drive mode. Background Technology

[0002] The drive systems of heavy-duty electric commercial vehicles mainly include single-motor and dual-motor configurations. Compared to single-motor systems, dual-motor systems offer several advantages. For example, they enhance safety through power redundancy, optimize energy consumption through intelligent power distribution, and improve handling through torque vectoring control.

[0003] The existing dual-motor pure electric drive system cannot completely decouple the two motors. Under standard load and small slope conditions and heavy load and flat road conditions, when both motors need to be driven at high gear and small speed ratio at the same time, although the main gearbox gear does not transmit torque, it will idle at high speed due to the lack of decoupling of the structure, resulting in oil churning loss, reduced system transmission efficiency, increased power consumption, and poor economic benefits. Summary of the Invention

[0004] To address the aforementioned technical problems, this application provides a pure electric drive system that realizes a multi-speed ratio group with an efficient direct drive mode.

[0005] The pure electric drive system for realizing multi-speed ratio group with high-efficiency direct drive mode provided in this application adopts the following technical solution: A pure electric drive system that realizes a multi-speed ratio group with a high-efficiency direct drive mode includes, Main output shaft; The input shaft of the first motor is coaxially connected to the output shaft of the main gearbox. The first motor is connected to the input shaft of the first motor via a drive. The second motor hollow input shaft is hollow, and the first motor input shaft passes through the second motor hollow input shaft; The second motor is connected to the hollow input shaft of the second motor via a drive. Sliding sleeve one is slidably connected to the end of the hollow input shaft of the second motor and slides along the axial direction of the hollow input shaft of the second motor; The first connecting gear is coaxially fixed on one side of the first motor input shaft located at the end of the second motor hollow input shaft, and the first connecting gear cooperates with the sliding sleeve.

[0006] By adopting the above technical solution, the second motor is mounted on the input shaft of the first motor via its hollow input shaft. When the sliding sleeve is slidably connected to the first connecting gear, the power of the second motor and the first motor is coupled, achieving efficient drive with torque evenly distributed when both motors are driven simultaneously. The second motor and the first motor drive together directly, while completely decoupling the main gearbox gear. The main gearbox gear does not idle, greatly reducing oil churning losses, resulting in high drive efficiency and low system power consumption. When the sliding sleeve is not sliding and is only connected to the hollow input shaft of the second motor, the second motor is decoupled from the first motor, eliminating motor no-load losses. At the same time, decoupling mechanical transmission components such as gears eliminates gear idling and oil churning losses, resulting in high system efficiency and low power consumption.

[0007] Preferably, a second connecting gear is coaxially fixed on the first motor input shaft, a second sliding sleeve is slidably connected to the outer wall of the second connecting gear, and a main gearbox power shunt drive gear located on one side of the second sliding sleeve and cooperating with the second sliding sleeve is rotatably connected to the first motor input shaft. It also includes a main gearbox intermediate shaft parallel to the input shaft of the first motor, on which a main gearbox power shunt passive gear meshes with the main gearbox power shunt drive gear.

[0008] By adopting the above technical solution, the second sliding sleeve can slide towards the main gearbox power split drive gear, thereby connecting with the main gearbox power split drive gear to change the speed ratio and thus adapt to various working requirements.

[0009] Preferably, the main gearbox power splitting drive gear is provided in two parts and located on both sides of the sliding sleeve.

[0010] Preferably, the two main gearbox power shunt drive gears have different diameters.

[0011] By adopting the above technical solution, the two main gearbox power splitting drive gears with different diameters can provide two speed ratios, thereby further expanding the applicability of this application.

[0012] Preferably, a third connecting gear is coaxially fixed to the end of the main output shaft facing the input shaft of the first motor, and a sliding sleeve for connecting or disconnecting the input shaft of the first motor is slidably connected to the third connecting gear.

[0013] By adopting the above technical solution, the sliding sleeve three can be connected to or disconnected from the input shaft of the first motor to achieve the driving or decoupling of the first motor.

[0014] Preferably, a fourth connecting gear is coaxially fixed at the end of the main box output shaft away from the sliding sleeve three. The fourth connecting gear is externally slidably connected to the sliding sleeve four. At least one main box power confluence passive gear is coaxially rotatably connected to the main box output shaft. The main box power confluence passive gear is located on one side of the sliding sleeve four and cooperates with the sliding sleeve four. A main box power confluence active gear that meshes with the main box power confluence passive gear is coaxially fixed on the main box intermediate shaft.

[0015] By adopting the above technical solution, the second sliding sleeve can slide onto the passive gear of the main gearbox power merging, thereby connecting with the active gear of the main gearbox power merging to change the speed ratio and thus adapt to various working requirements.

[0016] Preferably, there are two main power confluence passive gears located on both sides of the sliding sleeve four, and the two main power confluence passive gears have different diameters. Two main power confluence active gears are provided simultaneously.

[0017] By adopting the above technical solution, the two main gearbox power confluence drive gears with different diameters can provide two speed ratios, thereby further expanding the applicability of this application.

[0018] Preferably, a secondary main box power merging passive gear is coaxially rotatably connected to the output shaft of the main box. The secondary main box power merging passive gear is located at the end of the sliding sleeve three away from the input shaft of the first motor and cooperates with the sliding sleeve three. A secondary main box power merging active gear that meshes with the secondary main box power merging passive gear is coaxially fixed on the intermediate shaft of the main box.

[0019] By adopting the above technical solution, the sliding sleeve three-way auxiliary main box power confluence passive gear slides, and is connected to the auxiliary main box power confluence active gear, thereby providing another speed ratio and increasing the scope of application.

[0020] Preferably, the outer wall of the hollow input shaft of the second motor is coaxially rotatably connected to a secondary main gearbox power shunt drive gear. The secondary main gearbox power shunt drive gear is located on the side of the sliding sleeve away from the first connecting gear and cooperates with the sliding sleeve. The secondary main gearbox power shunt driven gear, which meshes with the secondary main gearbox power shunt drive gear, is coaxially fixed on the intermediate shaft of the main gearbox.

[0021] By adopting the above technical solution, the sliding sleeve is connected to the power shunt drive gear of the auxiliary main gearbox, thereby enabling the transmission connection between the second motor and the intermediate shaft of the auxiliary gearbox, and independently driving the output shaft of the main gearbox through the intermediate shaft of the auxiliary gearbox, thus achieving the decoupling of the first motor.

[0022] Preferably, the end of the hollow input shaft of the second motor away from the first sliding sleeve is coaxially fixed with a second motor input secondary gear, and the second motor is connected to the second motor input secondary gear through the second motor input gear.

[0023] By adopting the above technical solution, the second motor is arranged side by side with the first motor at one end, resulting in a more compact structure that facilitates subsequent disassembly and maintenance.

[0024] In summary, this application includes at least one of the following beneficial technical effects: 1. The first and second motors are coupled and directly driven, decoupling the mechanical transmission components, eliminating gear idling and oil churning losses, and realizing efficient dual-motor power coupling direct drive; 2. When the first motor is directly driven, the first motor is decoupled from the second motor, eliminating motor no-load losses; at the same time, mechanical transmission components such as gears are decoupled, eliminating gear idling and oil churning losses, resulting in high system efficiency and low power consumption; 3. The second motor can be decoupled from the first motor and output power independently, realizing efficient drive of the second motor with only the rear box drive. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1; Figure 2 This is a schematic diagram of the overall structure of Embodiment 2; Figure 3 This is a schematic diagram of the overall structure of Embodiment 3.

[0026] Explanation of reference numerals in the attached figures: 1. Main gearbox output shaft; 2. First motor input shaft; 3. First motor; 4. Second motor; 5. Second motor hollow input shaft; 6. Sliding sleeve one; 7. First connecting gear; 8. Second connecting gear; 9. Sliding sleeve two; 10. Main gearbox power shunt drive gear; 11. Main gearbox intermediate shaft; 12. Main gearbox power shunt driven gear; 13. Third connecting gear; 14. Sliding sleeve three; 15. Fourth connecting gear; 16. Sliding sleeve four; 17. Main gearbox power merging driven gear; 18. Main gearbox power merging drive gear; 19. Secondary main gearbox power merging driven gear; 20. Secondary main gearbox power merging drive gear; 21. Secondary main gearbox power shunt drive gear; 22. Secondary main gearbox power shunt driven gear; 23. Second motor input secondary gear; 24. Second motor input gear. Detailed Implementation

[0027] The present application will be further described in detail below with reference to all the accompanying drawings.

[0028] Example 1

[0029] This application discloses a pure electric drive system that implements a multi-speed ratio group with a high-efficiency direct drive mode, referring to... Figure 1 It includes a first motor 3, a second motor 4, a main box intermediate shaft 11, and a main box output shaft 1.

[0030] The first motor 3 is connected to the first motor input shaft 2 via a gear pair. The first motor input shaft 2 is coaxial with and connected to the main output shaft 1. The first motor 3 and the second motor 4 are arranged side by side and are both located at one end of the first motor input shaft 2.

[0031] A second motor hollow input shaft 5, rotatably connected to the first motor input shaft 2, is fitted around the first motor input shaft 2. A second motor input secondary gear 23 is fixed to the end of the second motor hollow input shaft 5 facing the second motor 4. A second motor input gear 24, meshing with the second motor input secondary gear 23, is connected to the output shaft of the second motor 4. The second motor 4 drives the second motor hollow input shaft 5 to rotate via the second motor input secondary gear 23 and the second motor input gear 24.

[0032] A sliding sleeve 6 is fitted on the outer wall of the end of the hollow input shaft 5 of the second motor away from the second motor 4, and is slidably connected to the hollow input shaft 5 of the second motor. A first connecting gear 7, located on one side of the sliding sleeve 6 and cooperating with the sliding sleeve 6, is coaxially fixed on the input shaft 2 of the first motor. A secondary main box power shunt drive gear 21 is coaxially rotatably connected to the outer wall of the hollow input shaft 5 of the second motor. The secondary main box power shunt drive gear 21 and the first connecting gear 7 are located on both sides of the sliding sleeve 6. Two main box intermediate shafts 11 are provided and are arranged parallel to each other on both sides of the main box output shaft 1. A secondary main box power shunt driven gear 22, which meshes with the secondary main box power shunt drive gear 21, is coaxially fixed at the end of the main box intermediate shaft 11.

[0033] The sliding sleeve 6 has three states. First, when the sliding sleeve 6 moves to the left, it connects the auxiliary main box power splitting drive gear 21 to the hollow input shaft 5 of the second motor. At this time, the second motor 4 can drive the intermediate shaft 11 of the main box. Secondly, when the sliding sleeve 6 is in the middle position, the sliding sleeve 6 is only connected to the hollow input shaft 5 of the second motor, and the second motor 4 is decoupled at this time; Third, the sliding sleeve 6 moves to the right, and the sliding sleeve 6 connects the first connecting gear 7 with the hollow input shaft 5 of the second motor. At this time, the second motor 4 can drive the input shaft 2 of the first motor.

[0034] A second connecting gear 8 is coaxially fixed to the input shaft 2 of the first motor, and a sliding sleeve 9 is slidably connected to the outside of the second connecting gear 8. The main gearbox power splitting drive gears 10, located on both sides of the second connecting gear 8, are coaxially rotatably connected to the input shaft 2. The two main gearbox power splitting drive gears 10 have different diameters. A main gearbox power splitting driven gear 12, which mesh with the two main gearbox power splitting drive gears 10 respectively, is coaxially fixed to the intermediate shaft 11 of the main gearbox.

[0035] The sliding sleeve 2 9 has three states: First, when the sliding sleeve 2 9 moves to the left, it connects the first motor input shaft 2 to the main gearbox intermediate shaft 11; second, when the sliding sleeve 2 9 is in the middle position, the first motor input shaft 2 is disconnected from the main gearbox intermediate shaft 11; third, when the sliding sleeve 2 9 moves to the right, it connects the first motor input shaft 2 to the main gearbox intermediate shaft 11. The transmission ratios achieved in the first and third states are different to meet the usage requirements of the vehicle under different operating conditions.

[0036] The main output shaft 1 is located at the end of the first motor input shaft 2 away from the first motor 3. A third connecting gear 13 is coaxially fixed to the end of the main output shaft 1 facing the first motor input shaft 2. A sliding sleeve 14 that cooperates with the first motor input shaft 2 is slidably connected to the third connecting gear 13. When the sliding sleeve 14 slides to the left, the first motor input shaft 2 and the main output shaft 1 are connected; when the sliding sleeve 14 slides to the right, the first motor input shaft 2 and the main output shaft 1 are disconnected.

[0037] A fourth connecting gear 15 is coaxially fixed on the main output shaft 1. A sliding sleeve 16 is slidably connected to the fourth connecting gear 15. Main power confluence passive gears 17, located on both sides of the fourth connecting gear 15 and cooperating with the sliding sleeve 16, are coaxially rotatably connected to the main output shaft 1. The two main power confluence passive gears 17 have different diameters. A main power confluence driving gear 18, coaxially fixed on the main intermediate shaft 11, meshes with each of the main power confluence passive gears 17.

[0038] Sliding sleeve 16 has three states: First, sliding sleeve 16 moves to the left, connecting the main gearbox output shaft 1 to the main gearbox intermediate shaft 11; second, sliding sleeve 16 is in the middle position, disconnecting the main gearbox output shaft 1 from the main gearbox intermediate shaft 11; third, sliding sleeve 16 moves to the right, connecting the main gearbox output shaft 1 to the main gearbox intermediate shaft 11. The transmission ratios achieved in the first and third states are different to meet the usage requirements of the vehicle under different operating conditions.

[0039] The implementation principle of a pure electric drive system with multi-speed ratio group and high-efficiency direct drive mode in this application embodiment is as follows: First motor 3 direct drive: Sliding sleeve 1 6, sliding sleeve 2 9 and sliding sleeve 4 16 are in the middle position, and sliding sleeve 3 14 is moved to the left.

[0040] Driven by the second motor 4: Sliding sleeve 1 6 moves to the left, sliding sleeve 2 9 is in the middle position, sliding sleeve 3 14 moves to the right, and sliding sleeve 4 16 moves to the left or right.

[0041] The first motor 3 and the second motor 4 work together in a direct drive: Sliding sleeve 1 6 moves to the right, sliding sleeve 2 9 is in the middle position, and sliding sleeve 3 14 moves to the left. Sliding sleeve 4 16 is in the middle position.

[0042] First gear ratio group transmission: Sliding sleeve 3 14 is in the middle position, and sliding sleeve 4 16 moves to the right. At this time, sliding sleeve 1 6 and sliding sleeve 2 9 each have two movement methods, one to the left and one to the right, thus enabling the adjustment of four gears.

[0043] Second gear ratio transmission: Sliding sleeve 3 14 is in the middle position, and sliding sleeve 4 16 moves to the left. At this time, sliding sleeve 1 6 and sliding sleeve 2 9 each have two movement methods, one to the left and one to the right, thus enabling the adjustment of four gears.

[0044] The third gear ratio group transmission: Sliding sleeve 3 14 moves to the left, and sliding sleeve 4 16 is in the middle position. At this time, sliding sleeve 1 6 and sliding sleeve 2 9 each have two movement methods to move left and right, thus enabling the adjustment of four gears.

[0045] The three sets of gears in the rear gearbox of this application are combined with the gears in the front gearbox to achieve three sets of transmission speed ratios. Through the optimized design of the number of teeth in the gear pairs, the optimized three sets of speed ratios are achieved, which can fully adapt to working conditions such as getting out of trouble / starting with heavy load, heavy load on steep slopes, standard load on gentle slopes / heavy load on flat roads, and light load / no load, so as to achieve a balance between the vehicle's power and economy requirements.

[0046] Example 2

[0047] The difference between Embodiment 2 and Embodiment 1 lies in the structure of the main output shaft 1: Refer to Figure 2 A secondary main gearbox power merging passive gear 19 and a main gearbox power merging passive gear 17 are rotatably connected to the main gearbox output shaft 1. The secondary main gearbox power merging passive gear 19 is located on one side of the sliding sleeve 3 14, and the main gearbox power merging passive gear 17 is located on one side of the sliding sleeve 4 16.

[0048] Example 3

[0049] The difference between Embodiment 3 and Embodiment 1 lies in the structure of the main output shaft 1: Refer to Figure 3 A secondary main box power merging passive gear 19 is rotatably connected to the main box output shaft 1, and the secondary main box power merging passive gear 19 is located on one side of the sliding sleeve 3 14.

[0050] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A pure electric drive system that realizes a multi-speed ratio group with a high-efficiency direct drive mode, characterized in that: include, Main output shaft (1); The first motor input shaft (2) is coaxially connected to the main box output shaft (1); The first motor (3) is connected to the input shaft (2) of the first motor for transmission; The second motor hollow input shaft (5) is hollow, and the first motor input shaft (2) passes through the second motor hollow input shaft (5); The second motor (4) is connected to the hollow input shaft (5) of the second motor for transmission; Sliding sleeve 1 (6) is slidably connected to the end of the hollow input shaft (5) of the second motor and slides along the axial direction of the hollow input shaft (5) of the second motor; The first connecting gear (7) is coaxially fixed on the first motor input shaft (2) on one side of the end of the second motor hollow input shaft (5), and the first connecting gear (7) cooperates with the sliding sleeve (6).

2. The pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 1, characterized in that: A second connecting gear (8) is coaxially fixed on the first motor input shaft (2). A second sliding sleeve (9) is slidably connected to the outer wall of the second connecting gear (8). A main gearbox power shunt drive gear (10) located on one side of the second sliding sleeve (9) and cooperating with the second sliding sleeve (9) is rotatably connected to the outside of the first motor input shaft (2). It also includes a main gearbox intermediate shaft (11) parallel to the first motor input shaft (2), on which a main gearbox power shunt passive gear (12) meshes with the main gearbox power shunt drive gear (10).

3. A pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 2, characterized in that: The main box power split drive gear (10) is provided in two parts and is located on both sides of the sliding sleeve (9).

4. A pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 3, characterized in that: The two main gearbox power split drive gears (10) have different diameters.

5. A pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 2, characterized in that: The end of the main output shaft (1) facing the first motor input shaft (2) is coaxially fixed with a third connecting gear (13), and the third connecting gear (13) is slidably connected with a sliding sleeve (14) for connecting or disconnecting the first motor input shaft (2).

6. A pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 5, characterized in that: The main output shaft (1) is coaxially fixed with a fourth connecting gear (15) at one end away from the sliding sleeve three (14). The fourth connecting gear (15) is externally slidably connected to the sliding sleeve four (16). At least one main power confluence passive gear (17) is coaxially rotatably connected to the main output shaft (1). The main power confluence passive gear (17) is located on one side of the sliding sleeve four (16) and cooperates with the sliding sleeve four (16). The main power confluence active gear (18) that meshes with the main power confluence passive gear (17) is coaxially fixed on the main intermediate shaft (11).

7. A pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 6, characterized in that: The main box power merging passive gear (17) is provided in two and is located on both sides of the sliding sleeve four (16), and the two main box power merging passive gears (17) have different diameters. The main box power merging active gear (18) is provided in two at the same time.

8. A pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 6, characterized in that: A secondary main box power merging passive gear (19) is coaxially rotatably connected to the output shaft (1) of the main box. The secondary main box power merging passive gear (19) is located at the end of the sliding sleeve (14) away from the input shaft (2) of the first motor and is engaged with the sliding sleeve (14). A secondary main box power merging active gear (20) that meshes with the secondary main box power merging passive gear (19) is coaxially fixed on the intermediate shaft (11) of the main box.

9. A pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 2, characterized in that: The outer wall of the hollow input shaft (5) of the second motor is coaxially rotatably connected to the auxiliary main box power shunt drive gear (21). The auxiliary main box power shunt drive gear (21) is located on the side of the sliding sleeve (6) away from the first connecting gear (7) and cooperates with the sliding sleeve (6). The auxiliary main box power shunt driven gear (22) that meshes with the auxiliary main box power shunt drive gear (21) is coaxially fixed on the intermediate shaft (11) of the main box.

10. A pure electric drive system for realizing a multi-speed ratio group with a high-efficiency direct drive mode according to claim 1, characterized in that: The second motor hollow input shaft (5) is coaxially fixed with a second motor input secondary gear (23) at the end away from the sliding sleeve (6). The second motor (4) is connected to the second motor input secondary gear (23) through the second motor input gear (24).

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