Speed control system

Abstract

The utility model provides a speed control system which comprises a first motor, a second motor, an intermediate shaft, an output shaft, a differential mechanism, a first gear shifting device and a second gear shifting device, a transition mode is arranged among all working modes, when one motor carries out working mode switching, the other motor can continuously provide output power, and when the other motor carries out working mode switching, the other motor can continuously provide output power. Power is effectively not interrupted in the gear shifting process, and using requirements of special vehicles such as mine trucks under special working conditions such as uphill are perfectly met; according to gear shifting requirements, two motors, three sets of intermediate gear pairs and two gear shifting devices are arranged, a three-gear working mode is provided through speed ratio combination of the high-speed motor, the different gear pairs and the gear shifting devices so as to meet different use requirements, and the overall cost is low; a power machine, a transmission, a main speed reducer and a differential mechanism are integrated, a power chain of a traditional automobile is replaced, links such as redundant clutches, transmission shafts and universal joints are omitted, and the transmission efficiency is optimized.

Description

Technical Field

[0001] The utility model relates to the technical field of pure electric multi-motor multi-gear speed change system, in particular to a speed change system. Background Art

[0002] The transmission system in the prior art cannot adapt well to the power requirements of large-tonnage electric vehicles such as pure electric mining trucks, which is mainly reflected in: 1) There is power interruption during the gear shifting process, which cannot be applied to the use requirements of special vehicles such as mining trucks in special working conditions such as uphill; 2) In order to achieve the gear shifting needs, the transmission is often equipped with multiple sets of clutches, gear pairs, drive shafts, universal joints and other transmission parts, which occupy a large space, have low transmission efficiency and high manufacturing costs.

[0003] Therefore, there is an urgent need to provide a speed change system to solve the defects and shortcomings in the above-mentioned prior art. Utility Model Content

[0004] In order to solve the defects and shortcomings in the prior art, the utility model provides a speed change system.

[0005] The technical solution provided by the utility model is as follows:

[0006] A speed change system, characterized in that the system comprises:

[0007] a first motor, wherein an output shaft of the first motor is connected to a first input shaft;

[0008] a second motor, wherein an output shaft of the second motor is connected to a second input shaft;

[0009] The first input shaft and the second input shaft are coaxially arranged and can be selectively engaged;

[0010] an intermediate shaft, the intermediate shaft being connected to the first input shaft or the second input shaft through an intermediate gear pair;

[0011] An output shaft, the output shaft being connected to the intermediate shaft via an output gear pair;

[0012] A differential, wherein the input end of the differential is connected to the output shaft through a main reduction gear pair, and the output end of the differential is connected to the wheels through a left half shaft and a right half shaft respectively;

[0013] a first shifting device, the first shifting device being disposed on the first input shaft to selectively engage the first input shaft with a gear of the intermediate gear pair on one side, or with the second input shaft on the other side, or being in a neutral position;

[0014] A second shifting device is arranged on the intermediate shaft to selectively engage with the gears of the intermediate gear pairs on both sides or be located in a neutral position.

[0015] As a further preferred embodiment of the present utility model, both the first motor and the second motor are high-speed motors.

[0016] As a further preferred embodiment of the present invention,

[0017] The intermediate gear pair includes a first gear pair, a second gear pair and a third gear pair arranged in sequence from the first motor to the second motor; wherein,

[0018] The first gear pair comprises a first driving gear loosely sleeved on the first input shaft and a first driven gear fixed on the intermediate shaft, and the first driving gear is meshed with the first driven gear correspondingly;

[0019] The second gear pair comprises a second driving gear fixed on the second input shaft and a second driven gear loosely sleeved on the intermediate shaft, and the second driving gear is meshed with the second driven gear correspondingly;

[0020] The third gear pair includes a third driving gear fixed on the second input shaft and a third driven gear loosely sleeved on the intermediate shaft, and the third driving gear is meshed with the third driven gear accordingly.

[0021] As a further preferred embodiment of the present utility model, both the first shifting device and the second shifting device are clutches.

[0022] As a further preferred embodiment of the present invention,

[0023] The first shifting device is fixed on the first input shaft and is located between the first driving gear and the second input shaft to selectively engage the first input shaft with the first driving gear on one side, or with the second input shaft on the other side, or be in a neutral position;

[0024] The second shifting device is fixed on the intermediate shaft and is located between the second driven gear and the third driven gear to selectively engage the intermediate shaft with the second driven gear on one side, or with the third driven gear on the other side, or to be located in a neutral position.

[0025] As a further preferred embodiment of the present invention, the output gear pair comprises an output driving gear fixed on the intermediate shaft and an output driven gear fixed on the output shaft, and the output driving gear is meshed with the output driven gear accordingly.

[0026] As a further preferred embodiment of the present invention, the output driving gear is fixed on the intermediate shaft and is located between the first driven gear and the second driven gear.

[0027] As a further preferred embodiment of the present invention, the main reduction gear pair includes a main reduction driving gear fixed on the output shaft and a main reduction driven gear fixed on the differential, and the main reduction driving gear is meshed with the main reduction driven gear accordingly.

[0028] As a further preferred embodiment of the present utility model, the differential includes a differential case fixedly connected to the main reduction driven gear, the bevel gear shaft is located inside the differential case and drivingly connected to the differential case, the top and bottom of the bevel gear shaft are respectively sleeved with upper and lower bevel gears, and the left and right half-shaft gears are meshed and connected between the upper and lower bevel gears, and the left half-shaft and the right half-shaft fixedly connected to the left and right half-shaft gears are respectively connected to the left and right wheels.

[0029] As a further preferred embodiment of the present invention, the system includes the following working modes:

[0030] In N mode, there is no power source, and the first shift device and the second shift device are both in the middle position;

[0031] In M0.5 mode, the second motor is used as the power source, the first shift device is in the middle position, and the second shift device is engaged with the gear of the third gear pair on the other side;

[0032] In M1.0 mode, the first motor and the second motor are used together as a power source, the first shift device is engaged with the gear of the first gear pair on one side, and the second shift device is engaged with the gear of the third gear pair on the other side;

[0033] In M1.5 mode, the first motor is used as the power source, the first shift device is engaged with the gear of the first gear pair on one side, and the second shift device is in the middle position;

[0034] In the M2.0 mode, the first motor and the second motor are used as a power source together, the first shift device is engaged with the gear of the first gear pair on one side, and the second shift device is engaged with the gear of the second gear pair on one side;

[0035] In M2.5 mode, the second motor is used as the power source, the first shift device is in the middle position, and the second shift device is engaged with the gear of the second gear pair on one side;

[0036] In M3.0 mode, the first motor and the second motor serve as a power source together, the first shift device is engaged with the second input shaft on the other side, and the second shift device is engaged with the gear of the second gear pair on one side.

[0037] The beneficial effects achieved by the utility model compared with the prior art are:

[0038] 1) The utility model provides a speed change system, in which a transition mode is arranged between each working mode. When one motor switches the working mode, the other motor can continuously provide output power, effectively realizing uninterrupted power during the gear shifting process, which is perfectly suitable for the use requirements of special vehicles such as mining trucks under special working conditions such as uphill.

[0039] 2) The utility model provides a speed change system, which is equipped with two motors, three sets of intermediate gear pairs and two shifting devices according to the gear shifting requirements. A three-speed working mode is provided through the combination of high-speed motors with different gear pairs and shifting devices to meet different usage requirements, and the overall cost is low.

[0040] 3) The utility model provides a transmission system that integrates a power machine, a transmission, a main reducer and a differential, which replaces the power chain of a traditional automobile, eliminates unnecessary links such as a clutch, a transmission shaft and a universal joint, and optimizes the transmission efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a schematic structural diagram of the first embodiment of the utility model. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0043] In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", "front end", "rear end", "two ends", "one end", "the other end" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0044] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "connected", etc. should be understood in a broad sense. For example, "connected" 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 it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0045] [First embodiment]

[0046] like Figure 1 The first embodiment of a speed change system provided by the utility model is shown, and the system comprises:

[0047] A first motor EM1, the output shaft of the first motor EM1 is connected to the first input shaft 1; the output power of the first motor EM1 is transmitted to the first input shaft 1 via the output shaft of the first motor;

[0048] A second motor EM2, the output shaft of the second motor EM2 is connected to the second input shaft 6; the output power of the second motor EM2 is transmitted to the second input shaft 6 via the output shaft of the second motor;

[0049] In this embodiment, both the first motor EM1 and the second motor EM2 are high-speed motors, which have the advantages of small size and high power. The speed change system provided in this embodiment can be driven by one motor or by two motors at the same time. When driven alone, it can continuously provide output power, so that when the other motor switches the working mode, the power is effectively not interrupted during the gear shifting process.

[0050] like Figure 1 As shown, in this embodiment, the first input shaft 1 and the second input shaft 6 are coaxially arranged and can be selectively engaged, so that the output power of the first motor EM1 can be directly transmitted to the second input shaft 6, or transmitted to the intermediate gear pair;

[0051] An intermediate shaft 16, the intermediate shaft 16 is connected to the first input shaft 1 or the second input shaft 6 through an intermediate gear pair;

[0052] like Figure 1 As shown, the intermediate gear pair in this embodiment includes a first gear pair, a second gear pair and a third gear pair arranged in sequence from the first motor to the second motor; wherein,

[0053] The first gear pair includes a first driving gear 2 loosely sleeved on the first input shaft 1 and a first driven gear 8 fixed on the intermediate shaft 16, and the first driving gear 2 is meshed with the first driven gear 8;

[0054] The second gear pair includes a second driving gear 3 fixed on the second input shaft 6 and a second driven gear 4 loosely sleeved on the intermediate shaft 16, and the second driving gear 3 is meshed with the second driven gear 4;

[0055] The third gear pair includes a third driving gear 5 fixed on the second input shaft 6 and a third driven gear 15 loosely sleeved on the intermediate shaft 16 , and the third driving gear 5 is meshed with the third driven gear 15 accordingly.

[0056] like Figure 1 As shown, the speed change system in this embodiment further includes a first shifting device A and a second shifting device B. Both the first shifting device A and the second shifting device B are clutches, and their specific arrangement positions are:

[0057] The first shifting device A is fixed on the first input shaft 1 and is located between the first driving gear 2 and the second input shaft 6 to selectively engage the first input shaft 1 with the first driving gear 2 on one side, or with the second input shaft 6 on the other side, or to be in a neutral position; Figure 1 As shown, when the first shifting device A is in the left position, the first input shaft 1 is engaged with the first driving gear 2; when the first shifting device A is in the right position, the first input shaft 1 is engaged with the second input shaft 6; when the first shifting device A is in the middle position, the first input shaft 1 is idle and does not output power;

[0058] The second shift device B is fixed on the intermediate shaft 16 and is located between the second driven gear 4 and the third driven gear 15 to selectively engage the intermediate shaft 16 with the second driven gear 4 on one side, or with the third driven gear 15 on the other side, or to be in the middle position; Figure 1 As shown, when the second shift device B is in the left position, the intermediate shaft 16 is engaged with the second driven gear 4; when the second shift device B is in the right position, the intermediate shaft 16 is engaged with the third driven gear 15; when the second shift device B is in the middle position, the second intermediate shaft 7 has no power input on both sides of the second shift device B position;

[0059] like Figure 1 As shown, the speed change system provided in this embodiment further includes an output shaft 14, which is connected to an intermediate shaft 16 through an output gear pair; the output gear pair in this embodiment includes an output driving gear 9 fixed on the intermediate shaft 16 and an output driven gear 10 fixed on the output shaft 14, and the output driving gear 9 is meshed with the output driven gear 10; the power on the intermediate shaft 16 is transmitted to the output shaft 14 via the output gear pair; as a further preferred embodiment of this embodiment, the output driving gear 19 is fixed on the intermediate shaft 16 and is located between the first driven gear 8 and the second driven gear 4;

[0060] The transmission system also includes a differential 11, the input end of the differential 11 is connected to the output shaft 14 through a main reduction gear pair, and the output end of the differential 11 is connected to the wheels through the left half shaft 7 and the right half shaft 17 respectively;

[0061] In this embodiment, the main reduction gear pair includes a main reduction driving gear 13 fixed on the output shaft 14 and a main reduction driven gear 12 fixed on the differential 11, and the main reduction driving gear 13 is meshed with the main reduction driven gear 12; the power on the output shaft 14 is transmitted to the differential through the main reduction gear pair;

[0062] The differential 11 in this embodiment includes a differential case fixedly connected to the main reduction driven gear 12, the bevel gear shaft is located inside the differential case and is drivingly connected to the differential case, the top and bottom of the bevel gear shaft are respectively sleeved with upper and lower bevel gears, the left and right half-shaft gears are meshed and connected between the upper and lower bevel gears, the left half-shaft 7 and the right half-shaft 17 fixedly connected to the left and right half-shaft gears are respectively connected to the left and right wheels, so that power can be transmitted to the left and right wheels through the differential.

[0063] As shown in Table 1 below, the speed change system provided in this embodiment can implement the following working modes:

[0064] In the N mode, there is no power source, and the first shift device A and the second shift device B are both in the middle position;

[0065] In M0.5 mode, the second motor EM2 is used as the power source, the first shift device A is in the middle position, and the second shift device B is engaged with the gear of the third gear pair on the other side; at this time, the second motor EM2 outputs power alone and outputs it to the left and right wheels through the third gear pair (at this time, the first motor EM1 shifts gears, and the second motor EM2 continues to output power);

[0066] In M1.0 mode, the first motor EM1 and the second motor EM2 serve as a power source together, the first shift device A is engaged with the gear of the first gear pair on one side, and the second shift device B is engaged with the gear of the third gear pair on the other side; at this time, the output power of the first motor EM1 is output to the intermediate shaft via the first gear pair, and the output power of the second motor EM2 is output to the intermediate shaft via the third gear pair. After the power of both sides is combined on the intermediate shaft, it is output to the left and right wheels via the output gear pair, the main reduction gear pair and the differential;

[0067] In M1.5 mode, the first motor EM1 is used as the power source, the first shift device A is engaged with the gear of the first gear pair on one side, and the second shift device B is in the middle position; at this time, the first motor EM1 outputs power alone to the left and right wheels via the first gear pair (at this time, the second motor EM2 shifts gears, and the first motor EM1 continues to output power);

[0068] In M2.0 mode, the first motor EM1 and the second motor EM2 serve as a power source together, the first shift device A is engaged with the gear of the first gear pair on one side, and the second shift device B is engaged with the gear of the second gear pair on one side; at this time, the power output of the first motor EM1 is output to the intermediate shaft via the first gear pair, and the power output of the second motor EM2 is output to the intermediate shaft via the second gear pair. After the power of both sides is combined on the intermediate shaft, it is output to the left and right wheels via the output gear pair, the main reduction gear pair and the differential;

[0069] In M2.5 mode, the second motor EM2 is used as the power source, the first shift device A is in the middle position, and the second shift device B is engaged with the gear of the second gear pair on one side; at this time, the second motor EM2 outputs power alone and outputs it to the left and right wheels through the second gear pair (at this time, the first motor EM1 shifts gears, and the second motor EM2 continues to output power);

[0070] In M3.0 mode, the first motor EM1 and the second motor EM2 serve as a power source together, the first shift device A is engaged with the second input shaft on the other side, and the second shift device B is engaged with the gear of the second gear pair on one side; at this time, the output power of the first motor EM1 is output to the second input shaft 6 via the first input shaft 1, and after merging with the output power of the second motor EM2, it is output to the intermediate shaft 7 via the second input gear pair, and then output to the left and right wheels through the output gear pair, the final reduction gear pair and the differential.

[0071] Table 1 The working conditions of each shifting device in each working mode of the speed change system of this embodiment

[0072]

[0073] Note: ● indicates the current working position of the corresponding shift device in the current working mode

[0074] Considering dual-motor drive as the norm, modes M1.0, M2.0 and M3.0 can be regarded as the three gears of the transmission system, and the remaining modes can be used as transitional gears to achieve a power-free shifting process. This allows the transmission system to switch between three different working modes, which can not only meet the needs of the transmission system's multi-gear operation, but also achieve a power-free shifting process.

[0075] It is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, the embodiments should be regarded as exemplary and non-restrictive from any point of view, and the scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims be included in the present invention. Any reference numeral in a claim should not be regarded as limiting the claim to which it relates.

Claims

1. A speed change system, characterized in that: The system comprises: A first motor (EM1), wherein an output shaft of the first motor (EM1) is connected to a first input shaft (1); a second electric machine (EM2), wherein an output shaft of the second electric machine (EM2) is connected to a second input shaft (6); The first input shaft (1) and the second input shaft (6) are coaxially arranged and can be selectively engaged; an intermediate shaft (16), the intermediate shaft (16) being connected to the first input shaft (1) or the second input shaft (6) via an intermediate gear pair; an output shaft (14), the output shaft (14) being connected to the intermediate shaft (16) via an output gear pair; A differential (11), wherein an input end of the differential (11) is connected to the output shaft (14) via a main reduction gear pair, and an output end of the differential (11) is connected to wheels via a left half shaft (7) and a right half shaft (17); a first shifting device (A), the first shifting device (A) being arranged on the first input shaft (1) to selectively engage the first input shaft (1) with a gear of an intermediate gear pair on one side, or with a second input shaft (6) on the other side, or being in a neutral position; A second shifting device (B), the second shifting device (B) is arranged on the intermediate shaft (16) to selectively engage with the gears of the intermediate gear pairs on both sides or be located in a neutral position.

2. A speed change system according to claim 1, characterized in that: The first motor (EM1) and the second motor (EM2) are both high-speed motors.

3. A speed change system according to claim 1, characterized in that: The intermediate gear pair includes a first gear pair, a second gear pair and a third gear pair arranged in sequence from the first motor to the second motor; wherein, The first gear pair comprises a first driving gear (2) loosely sleeved on the first input shaft (1) and a first driven gear (8) fixed on the intermediate shaft (16), the first driving gear (2) being meshed with the first driven gear (8) correspondingly; The second gear pair comprises a second driving gear (3) fixed on the second input shaft (6) and a second driven gear (4) loosely sleeved on the intermediate shaft (16), the second driving gear (3) being meshed with the second driven gear (4) correspondingly; The third gear pair comprises a third driving gear (5) fixed on the second input shaft (6) and a third driven gear (15) loosely sleeved on the intermediate shaft (16); the third driving gear (5) is meshed with the third driven gear (15) in correspondence.

4. A speed change system according to claim 1, characterized in that: The first shifting device (A) and the second shifting device (B) are both clutches.

5. A speed change system according to claim 3, characterized in that: The first shifting device (A) is fixed on the first input shaft (1) and is located between the first driving gear (2) and the second input shaft (6) to selectively engage the first input shaft (1) with the first driving gear (2) on one side, or with the second input shaft (6) on the other side, or to be located in a neutral position; The second shift device (B) is fixed on the intermediate shaft (16) and is located between the second driven gear (4) and the third driven gear (15) to selectively engage the intermediate shaft (16) with the second driven gear (4) on one side, or with the third driven gear (15) on the other side, or to be located in a neutral position.

6. A speed change system according to claim 3, characterized in that: The output gear pair comprises an output driving gear (9) fixed on an intermediate shaft (16) and an output driven gear (10) fixed on the output shaft (14), and the output driving gear (9) is meshed with the output driven gear (10) accordingly.

7. A speed change system according to claim 6, characterized in that: The output driving gear (9) is fixed on the intermediate shaft (16) and is located between the first driven gear (8) and the second driven gear (4).

8. A speed change system according to claim 1, characterized in that: The main reduction gear pair comprises a main reduction driving gear (13) fixed on the output shaft (14) and a main reduction driven gear (12) fixed on the differential (11), and the main reduction driving gear (13) is meshed with the main reduction driven gear (12) accordingly.

9. A speed change system according to claim 8, characterized in that: The differential (11) comprises a differential case fixedly connected to the main reduction driven gear (12); a bevel gear shaft is located inside the differential case and drivingly connected to the differential case; upper and lower bevel gears are respectively sleeved on the top and bottom of the bevel gear shaft; left and right half-shaft gears are meshingly connected between the upper and lower bevel gears; and a left half-shaft (7) and a right half-shaft (17) fixedly connected to the left and right half-shaft gears are respectively connected to the left and right wheels.

10. A speed change system according to any one of claims 1 to 9, characterized in that: The system includes the following working modes: In N mode, there is no power source, and the first shift device (A) and the second shift device (B) are both in the middle position; In M0.5 mode, the second electric motor (EM2) is used as the power source, the first shift device (A) is in the middle position, and the second shift device (B) is engaged with the gear of the third gear pair on the other side; In M1.0 mode, the first motor (EM1) and the second motor (EM2) are used together as a power source, the first shift device (A) is engaged with the gear of the first gear pair on one side, and the second shift device (B) is engaged with the gear of the third gear pair on the other side; In M1.5 mode, the first motor (EM1) is used as the power source, the first shift device (A) is engaged with the gear of the first gear pair on one side, and the second shift device (B) is in the middle position; In the M2.0 mode, the first motor (EM1) and the second motor (EM2) are used together as a power source, the first shift device (A) is engaged with a gear of the first gear pair on one side, and the second shift device (B) is engaged with a gear of the second gear pair on one side; In M2.5 mode, the second electric motor (EM2) is used as the power source, the first shift device (A) is in the middle position, and the second shift device (B) is engaged with the gear of the second gear pair on one side; In M3.0 mode, the first motor (EM1) and the second motor (EM2) serve as a power source together, the first shift device (A) is engaged with the second input shaft on the other side, and the second shift device (B) is engaged with the gear of the second gear pair on one side.

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