Transmission assembly without power interruption

Abstract

The utility model discloses a transmission assembly without power interruption. The transmission assembly comprises an EM1 motor input shaft, an EM1 second shaft and an EM1 intermediate shaft. An EM1 motor input shaft is connected with a two-shaft input-stage gear through a first gear, and the two-shaft input-stage gear is connected with a two-shaft second-stage gear I; the second-shaft second-stage gear I is connected with an EM1 intermediate shaft through a second gear, and the EM1 intermediate shaft is connected with an EM1 second-shaft third-stage gear through a third gear; the EM1 second shaft is further sleeved with a first gear shifting sliding sleeve, and the first gear shifting sliding sleeve can move in the axial direction of the EM1 second shaft. An EM2 motor input shaft, an EM2 second shaft and an EM2 intermediate shaft; an EM2 motor input shaft is connected with a two-shaft input stage gear II through a fourth gear, and the two-shaft input stage gear II is connected with a two-shaft second-stage gear; the second-shaft second-stage gear is connected with an EM2 intermediate shaft through a fifth gear, and the EM2 intermediate shaft is connected with an EM2 second-shaft third-stage gear through a sixth gear; the second EM2 shaft is further sleeved with a second gear shifting sliding sleeve, and the second gear shifting sliding sleeve can move in the axial direction of the second EM2 shaft. And the EM1 second shaft is coaxially connected with the EM2 second shaft.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile transmission, relates to a transmission assembly, and in particular to a non-power interruption transmission assembly. Background Art

[0002] Electric vehicles are powered by onboard power and driven by electric motors. Electric vehicles have become the focus of automotive research and development due to their advantages such as energy saving and low emissions. Among them, heavy-duty pure electric tractors and dump trucks have large loads. In harsh mountainous conditions, especially when going uphill or downhill, there is a power interruption during the gear shifting process. The impact caused by the power interruption will not only affect the ride comfort, but also reduce the reliability of the vehicle and cause safety problems. Therefore, it is urgent to develop a transmission mechanism with high transmission efficiency and no power interruption for large-tonnage heavy-duty vehicles to meet the performance requirements of the vehicle. Utility Model Content

[0003] In view of the technical problems existing at this stage, the purpose of the utility model is to provide a power-interruption-free transmission assembly to solve the technical problem in the prior art that heavy-loaded vehicles have reduced vehicle safety due to the loss of shifting power.

[0004] In order to achieve the above object, the utility model discloses the following technical solutions:

[0005] A power-interruption-free transmission assembly comprises an EM1 motor, an EM2 motor and a transmission housing, wherein the transmission housing comprises a front housing, a middle housing and a rear housing which are connected and arranged, wherein the front housing and the middle housing constitute a front box, and the middle housing and the rear housing constitute a rear box.

[0006] The front box is provided with an EM motor input shaft, an EM second shaft and an EM intermediate shaft; the EM motor input shaft is connected to the second shaft input stage gear I via a first gear, and the second shaft input stage gear I is connected to the second shaft second stage gear I; the second shaft second stage gear I is connected to the EM intermediate shaft via a second gear, and the EM intermediate shaft is connected to the EM second shaft third stage gear via a third gear; the EM second shaft is also sleeved with a first shift sliding sleeve, and the first shift sliding sleeve can move axially along the EM second shaft and is connected to the second shaft input stage gear I or the EM second shaft third stage gear;

[0007] The rear box is provided with an EM motor input shaft, an EM second shaft and an EM intermediate shaft; the EM motor input shaft is connected to the second shaft input stage gear II via a fourth gear, and the second shaft input stage gear II is connected to the second shaft second stage gear II; the second shaft second stage gear II is connected to the EM intermediate shaft via a fifth gear, and the EM intermediate shaft is connected to the EM second shaft third stage gear via a sixth gear; the EM second shaft is also sleeved with a second shift sliding sleeve, and the second shift sliding sleeve can move axially along the EM second shaft and is connected to the second shaft input stage gear II or the EM second shaft third stage gear;

[0008] The two EM shafts are coaxially connected to each other; the EM motor input shaft is coaxially connected to the EM motor input transmission shaft arranged in the front box.

[0009] The utility model also has the following technical features:

[0010] Specifically, the EM1 motor input shaft, the EM1 second shaft and the EM1 intermediate shaft are arranged in parallel.

[0011] Furthermore, the EM2 motor input shaft, the EM2 second shaft and the EM2 intermediate shaft are arranged in parallel.

[0012] Furthermore, the rear end of the EM1 second shaft is provided with a first axial hole, the inner circumference of the first axial hole is provided with a first internal spline, the outer circumference of the front end of the EM2 second shaft is provided with a first external spline, the front end of the EM2 second shaft is passed through the first axial hole, and the first internal spline and the first external spline can cooperate with each other.

[0013] Furthermore, a second axial hole is provided at the front end of the EM2 motor input shaft, an internal spline is provided on the inner circumference of the second axial hole, a second external spline is provided on the outer circumference of the rear end of the EM2 motor input transfer shaft, the rear end of the EM2 motor input transfer shaft is passed through the second axial hole, and the second internal spline and the second external spline can cooperate with each other.

[0014] Furthermore, the EM1 intermediate shaft and the EM1 motor input shaft are located on the left side of the EM1 second shaft, the EM2 intermediate shaft and the EM2 motor input shaft are both located on the right side of the EM2 second shaft, and the vertical plane where the axis center of the EM1 intermediate shaft is located and the vertical plane where the axis center of the EM2 intermediate shaft is located are symmetrically arranged along the vertical plane where the axis center of the EM2 second shaft is located.

[0015] Furthermore, the vertical plane where the axis of the EM1 motor input shaft is located and the vertical plane where the axis of the EM2 motor input shaft is located are symmetrically arranged along the vertical plane where the axis of the EM1 second shaft is located.

[0016] Furthermore, an electronic oil pump, a first actuator and a second actuator are also provided in the front box. The first actuator is connected to the first shift sleeve, and the second actuator is connected to the second shift sleeve.

[0017] Compared with the prior art, the utility model has the following beneficial effects:

[0018] (1) The utility model is provided with dual motors connected to the front housing of the transmission. The two shafts EM1 in the front housing and the two shafts EM2 in the rear housing are both power-coupled through spline connection, which is convenient for assembly and can effectively reduce the damage to the tooth surface caused by frequent impact of the transmission. The utility model has a clear power transmission route and a compact structure. The shifting processes of the front housing and the rear housing do not affect each other, thereby achieving the effect of uninterrupted system power.

[0019] (2) The utility model arranges the input shaft and the intermediate shaft in the front box and the rear box symmetrically, which effectively utilizes the space and shortens the axial length; the structures of the front box and the rear box are similar, so some parts can be shared, reducing the cost of parts.

[0020] (3) The utility model adopts a single intermediate shaft transmission, and no gear alignment operation is required when assembling the input stage gears of the two shafts, which can further increase the interference fit and shorten the assembly time. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0022] Figure 1 This is a schematic diagram of the front box structure of the utility model;

[0023] Figure 2 It is a schematic diagram of the overall structure of the utility model;

[0024] Figure 3 This is a schematic diagram of the shaft arrangement of the utility model;

[0025] Figure 4 It is a partial structural schematic diagram of the utility model.

[0026] Numbers in the figure:

[0027] 1-front housing, 2-middle housing, 3-rear housing, 4-EM1 motor input shaft, 5-EM1 second shaft, 6-EM1 intermediate shaft, 7-first gear, 8-second shaft input stage gear I, 9-second shaft secondary gear I, 10-second gear, 11-third gear, 12-EM1 second shaft third gear, 13-first shift sleeve, 14-EM2 motor input shaft, 15-EM2 second shaft, 16-EM2 intermediate shaft, 17-fourth gear, 18-second shaft input stage gear II, 19-second shaft secondary gear II, 20-fifth gear, 21-sixth gear, 22-EM2 second shaft third gear, 23-second shift sleeve, 24-electronic oil pump, 25-first actuator, 26-second actuator, 27-EM2 motor input transmission shaft.

[0028] The present solution is described in detail below with reference to the accompanying drawings and specific implementation methods. DETAILED DESCRIPTION

[0029] The following are specific embodiments of the present invention. It should be noted that the present invention is not limited to the following specific embodiments, and all equivalent changes made on the basis of the technical solution of the present application fall within the protection scope of the present invention.

[0030] The terms "upper", "lower", "front", "rear" and the like used in this utility model to indicate directions or positional relationships are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operate in a specific direction. "Inside" and "outside" refer to the inside and outside of the corresponding component contours, and the above terms cannot be understood as limiting this utility model. In this utility model, according to Figure 2 and Figure 3 The orientation is described as shown.

[0031] In addition, the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0032] In the present invention, unless otherwise stated, the terms "install", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0033] Unless otherwise specified, the components in the present invention can be purchased from the market.

[0034] Example 1

[0035] Following the above technical solution, Figures 1 to 4 As shown, this embodiment provides a non-power interruption transmission assembly, including an EM1 motor, an EM2 motor and a transmission housing, the transmission housing including a front housing 1, a middle housing 2 and a rear housing 3 which are connected and arranged, the front housing 1 and the middle housing 2 constitute a front box, the middle housing 2 and the rear housing 3 constitute a rear box, the front box is provided with an EM1 motor input shaft 4, an EM1 second shaft 5 and an EM1 intermediate shaft 6; the EM1 motor input shaft 4 is connected to the second shaft input stage gear I8 via a first gear 7, and the second shaft input stage gear I8 is connected to the second shaft secondary gear I9; the second shaft secondary gear I9 is ​​connected to the EM1 intermediate shaft 6 via a second gear 10, and the EM1 intermediate shaft 6 is connected to the EM1 second shaft third gear 12 via a third gear 11; the EM1 second shaft 5 is also sleeved with a first shift sliding sleeve 13, the first shift sliding sleeve 13 can move axially along the EM1 second shaft 5, and is connected to the second shaft input stage gear I8 or the EM1 second shaft third gear 12;

[0036] The rear box is provided with an EM2 motor input shaft 14, an EM2 second shaft 15 and an EM2 intermediate shaft 16; the EM2 motor input shaft 14 is connected to the second shaft input stage gear II18 via a fourth gear 17, and the second shaft input stage gear II18 is connected to the second shaft second stage gear II19; the second shaft second stage gear II19 is connected to the EM2 intermediate shaft 16 via a fifth gear 20, and the EM2 intermediate shaft 16 is connected to the EM2 second shaft third stage gear 22 via a sixth gear 21; the EM2 second shaft 15 is also sleeved with a second shift sliding sleeve 23, and the second shift sliding sleeve 23 can move axially along the EM2 second shaft 15, and is connected to the second shaft input stage gear II18 or the EM2 second shaft third stage gear 22;

[0037] The EM1 second shaft 5 is coaxially connected with the EM2 second shaft 15; the EM2 motor input shaft 14 is coaxially connected with the EM2 motor input transmission shaft 27 arranged in the front box.

[0038] In this embodiment, both the EM1 motor and the EM2 motor are high-power high-speed motors, and the parameters of the single motor are set as: peak speed 12000-16000rpm, peak power 330Kw. In the transmission housing, the transmission two-shaft system formed by the coaxial connection of the EM1 second shaft 5 and the EM2 second shaft 15 connects the front box and the rear box to perform power coupling output to meet the power requirements of the whole vehicle. That is, the basic transmission route of the utility model is that the EM1 motor is connected to the front box, and the EM2 motor is connected to the rear box. With the help of the coaxially connected EM1 second shaft 5 and the EM2 second shaft 15, the power coupling output of the front box and the rear box is realized.

[0039] The components in the front and rear boxes have similar overall structures. The power is transmitted to the second-axis input stage reduction gear through the shaft gear on the motor input shaft; the second-axis input stage reduction gear is connected to the second-axis second-stage gear through interference fit; two-stage reduction is performed through the intermediate shaft, and finally the power reduction torque is transmitted to the second-axis third-stage gear, and then the power is transmitted to the second shaft for output through the spline that cooperates with the sliding sleeve. Because the front and rear boxes have similar structures, some parts can be shared, thereby reducing the cost of parts.

[0040] As a preferred solution of this embodiment, the EM1 motor input shaft 4, the EM1 secondary shaft 5 and the EM1 intermediate shaft 6 are arranged in parallel.

[0041] As a preferred solution of this embodiment, the EM2 motor input shaft 14, the EM2 second shaft 15 and the EM2 intermediate shaft 16 are arranged in parallel.

[0042] As a preferred solution of this embodiment, a first axial hole is provided at the rear end of the EM1 second shaft 5, a first internal spline is provided on the inner circumference of the first axial hole, a first external spline is provided on the outer circumference of the front end of the EM2 second shaft 15, the front end of the EM2 second shaft 15 is passed through the first axial hole, and the first internal spline and the first external spline can cooperate with each other.

[0043] As a preferred solution of this embodiment, a second axial hole is provided at the front end of the EM2 motor input shaft 14, a second internal spline is provided on the inner circumference of the second axial hole, a second external spline is provided on the outer circumference of the rear end of the EM2 motor input transfer shaft 27, the rear end of the EM2 motor input transfer shaft 27 is passed through the second axial hole, and the second internal spline and the second external spline can cooperate with each other.

[0044] As a preferred solution of this embodiment, Figure 3 As shown, the EM1 intermediate shaft 6 and the EM1 motor input shaft 4 are located on the left side of the EM1 second shaft 5, the EM2 intermediate shaft 16 and the EM2 motor input shaft 14 are both located on the right side of the EM2 second shaft 15, and the vertical plane where the axis center of the EM1 intermediate shaft 6 is located and the vertical plane where the axis center of the EM2 intermediate shaft 16 is located are symmetrically arranged along the vertical plane where the axis center of the EM2 second shaft 15 is located.

[0045] As a preferred solution of this embodiment, the vertical plane where the axis of the EM1 motor input shaft 4 is located and the vertical plane where the axis of the EM2 motor input shaft 14 is located are symmetrically arranged along the vertical plane where the axis of the EM1 second axis 5 is located.

[0046] As a preferred solution of this embodiment, an electronic oil pump 24 , a first actuator 25 and a second actuator 26 are also provided in the front box. The first actuator 25 is connected to the first shift sleeve 13 , and the second actuator 26 is connected to the second shift sleeve 23 .

[0047] In this embodiment, the first actuator 25 and the second actuator 26 are both existing integrated actuators, the shift fork and the shift motor are integrated together, and the shift fork is directly driven by the shift motor to select and shift gears, which is easy to assemble.

[0048] When the utility model is in use:

[0049] The power transmitted by the EM1 motor is transmitted to the EM1 motor input shaft 4. When the first shift sleeve 13 is on the EM1 second shaft third gear 12, the EM1 motor input shaft 4 is meshed with the second shaft input stage gear I8 by means of the first gear 7. The second shaft input stage gear I8 is fixedly connected to the second shaft second gear I9 by interference fit and welding. The power is transmitted to the EM1 intermediate shaft 6 through the second shaft second gear I9, and finally transmitted to the EM1 second shaft 5 through the EM1 second shaft third gear 12 and the first shift sleeve 13, and output from the front box. When the first shift sleeve 13 is on the second shaft input stage gear I8, the power is transmitted to the EM1 second shaft 5 through the EM1 motor input shaft 4, the second shaft input stage gear I8, and the first shift sleeve 13 for output.

[0050] The EM2 motor input transmission shaft 27 transmits power to the EM2 motor input shaft 14. When the second shift sleeve 23 is connected to the EM2 second shaft third-stage gear 22, the power is transmitted to the EM2 second shaft 15 for output via the EM2 motor input shaft 14, the second shaft input stage gear II18, the second shaft second stage gear II19, the EM2 intermediate shaft 16, and the EM2 second shaft third-stage gear 22 in sequence; when the second shift sleeve 23 is connected to the second shaft input stage gear II, the power is directly transmitted to the EM2 second shaft 15 for output via the second shaft input stage gear II18 and the second shift sleeve 23.

[0051] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0052] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

Claims

1. A power-interruption-free transmission assembly, comprising an EM1 motor, an EM2 motor and a transmission housing, wherein the transmission housing comprises a front housing (1), a middle housing (2) and a rear housing (3) connected to each other, wherein the front housing (1) and the middle housing (2) constitute a front box, and the middle housing (2) and the rear housing (3) constitute a rear box, characterized in that: An EM1 motor input shaft (4), an EM1 second shaft (5) and an EM1 intermediate shaft (6) are arranged in the front box; the EM1 motor input shaft (4) is connected to the second shaft input stage gear I (8) via a first gear (7), and the second shaft input stage gear I (8) is connected to the second shaft second stage gear I (9); the second shaft second stage gear I (9) is connected to the EM1 intermediate shaft (6) via a second gear (10), and the EM1 intermediate shaft (6) is connected to the EM1 second shaft third stage gear (12) via a third gear (11); a first shift sleeve (13) is also sleeved on the EM1 second shaft (5), and the first shift sleeve (13) is capable of moving axially along the EM1 second shaft (5) and is connected to the second shaft input stage gear I (8) or the EM1 second shaft third stage gear (12); The rear box is provided with an EM2 motor input shaft (14), an EM2 second shaft (15) and an EM2 intermediate shaft (16); the EM2 motor input shaft (14) is connected to the second shaft input stage gear II (18) via a fourth gear (17), and the second shaft input stage gear II (18) is connected to the second shaft second stage gear II (19); the second shaft second stage gear II (19) is connected to the EM2 intermediate shaft (16) via a fifth gear (20), and the EM2 intermediate shaft (16) is connected to the EM2 second shaft third stage gear (22) via a sixth gear (21); the EM2 second shaft (15) is also sleeved with a second gear shift sliding sleeve (23), and the second gear shift sliding sleeve (23) is capable of axially moving along the EM2 second shaft (15) and is connected to the second shaft input stage gear II (18) or the EM2 second shaft third stage gear (22); The two EM1 shafts (5) are coaxially connected to the two EM2 shafts (15); and the EM2 motor input shaft (14) is coaxially connected to the EM2 motor input transmission shaft (27) disposed in the front box.

2. The power-interrupt-free transmission assembly according to claim 1, characterized in that: The EM1 motor input shaft (4), the EM1 secondary shaft (5) and the EM1 intermediate shaft (6) are arranged in parallel.

3. The power-interrupt-free transmission assembly according to claim 1, characterized in that: The EM2 motor input shaft (14), the EM2 second shaft (15) and the EM2 intermediate shaft (16) are arranged in parallel.

4. The power-interrupt-free transmission assembly according to claim 1, characterized in that: The rear end of the EM1 shaft (5) is provided with a first shaft hole, the inner circumference of the first shaft hole is provided with a first internal spline, the outer circumference of the front end of the EM2 shaft (15) is provided with a first external spline, the front end of the EM2 shaft (15) is inserted into the first shaft hole, and the first internal spline and the first external spline can cooperate with each other.

5. The power-interrupt-free transmission assembly according to claim 1, characterized in that: The front end of the EM2 motor input shaft (14) is provided with a second shaft hole, the inner circumference of the second shaft hole is provided with a second internal spline, the rear end outer circumference of the EM2 motor input transmission shaft (27) is provided with a second external spline, the rear end of the EM2 motor input transmission shaft (27) is passed through the second shaft hole, and the second internal spline and the second external spline can cooperate with each other.

6. The power-interrupt-free transmission assembly as claimed in claim 1, characterized in that: The EM1 intermediate shaft (6) and the EM1 motor input shaft (4) are located on the left side of the EM1 second shaft (5), and the EM2 intermediate shaft (16) and the EM2 motor input shaft (14) are both located on the right side of the EM2 second shaft (15), and the vertical plane where the axis of the EM1 intermediate shaft (6) is located and the vertical plane where the axis of the EM2 intermediate shaft (16) is located are symmetrically arranged along the vertical plane where the axis of the EM2 second shaft (15) is located.

7. The power-interrupt-free transmission assembly as claimed in claim 1, characterized in that: The vertical plane where the axis of the EM1 motor input shaft (4) is located and the vertical plane where the axis of the EM2 motor input shaft (14) is located are symmetrically arranged along the vertical plane where the axis of the EM1 second axis (5) is located.

8. The power-interrupt-free transmission assembly as claimed in claim 1, characterized in that: An electronic oil pump (24), a first actuator (25) and a second actuator (26) are also provided in the front box; the first actuator (25) is connected to the first shift sleeve (13), and the second actuator (26) is connected to the second shift sleeve (23).

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