Pure electric drive system for heavy trucks

Abstract

The utility model discloses a pure electric drive system suitable for heavy trucks, including a main motor and an auxiliary motor arranged side by side, the motor shaft of the main motor is connected to the first input shaft through a planetary gear, the motor shaft of the auxiliary motor is connected to the second input shaft through a planetary gear, an output shaft parallel to the first input shaft and the second input shaft is arranged in the middle, and the output shaft is connected to the first input shaft and the second input shaft through a transmission assembly; a differential is also arranged on one side of the first input shaft or the second input shaft, and the differential is connected to the output shaft through a connecting assembly, and half shafts are also arranged on both sides of the differential, and wheel hubs are fixed on the half shafts. The beneficial effects of the utility model are mainly reflected in: the design is exquisite, the first input shaft, the second input shaft and the output shaft are all arranged in parallel, which can minimize the axial space occupied by the system and make the layout more compact.

Description

Technical Field

[0001] The utility model relates to the technical field of gearboxes, and in particular to a pure electric drive system suitable for heavy trucks. Background Art

[0002] Nowadays, new energy vehicles have become the development direction of future transportation, with the goal of using new energy power to replace traditional petrochemical energy power with high energy consumption and high emissions, so as to solve the problems of global environmental pollution and depletion of petrochemical resources. As one of the typical representatives of new energy vehicles, pure electric vehicles have also been well known by consumers, and with the maturity of power lithium battery technology, the number of pure electric vehicles on the market is also increasing.

[0003] For example, patent publication number CN111890904A relates to a dual-motor multi-gear electric drive assembly device and control method. The assembly device includes a first motor, a second motor and a multi-gear transmission, and the multi-gear transmission includes an input shaft assembly, an input shaft assembly, an output shaft assembly and a differential assembly; the output shaft assembly is respectively connected to the input shaft assembly, the input shaft assembly and the differential assembly, the input shaft assembly is also connected to the first motor, the input shaft assembly is also connected to the second motor, and the differential assembly is used to connect to the two driving half shafts of the vehicle; the input shaft assembly includes a first-gear synchronizer, the input shaft assembly includes a second-gear synchronizer, or the output shaft assembly includes a first-gear synchronizer and a second-gear synchronizer; the output shaft assembly or the differential assembly includes a parking ratchet. However, the axial arrangement of the first motor and the second motor greatly increases the axial size of the device, making the layout of the device unreasonable and not conducive to installation. In addition, the device is limited by the output power of the motor, and it is difficult to improve the power performance of the whole vehicle, and it is increasingly unable to meet the power requirements of electric vehicles. Utility Model Content

[0004] The purpose of the utility model is to overcome the deficiencies in the prior art and provide a pure electric drive system suitable for heavy trucks.

[0005] The purpose of the utility model is achieved through the following technical solutions:

[0006] A pure electric drive system suitable for heavy trucks, comprising a main motor and an auxiliary motor arranged side by side, the motor shaft of the main motor is connected to a first input shaft through a planetary gear, the motor shaft of the auxiliary motor is connected to a second input shaft through the planetary gear, an output shaft parallel to the first input shaft and the second input shaft is provided in the middle, the output shaft is connected to the first input shaft and the second input shaft through a transmission assembly; a differential is also provided on one side of the first input shaft or the second input shaft, the differential is connected to the output shaft through a connecting assembly, half shafts are also provided on both sides of the differential, and wheel hubs are fixed on the half shafts.

[0007] Preferably, the transmission assembly includes a first gear driving gear and a second gear driving gear freely sleeved on the first input shaft, a first synchronizer arranged on the first input shaft is provided between the first gear driving gear and the second gear driving gear, and the first synchronizer can be selectively coupled with the first gear driving gear or the second gear driving gear; a first gear drive gear and a second gear drive gear freely sleeved on the second input shaft, a second synchronizer arranged on the second input shaft is provided between the first gear drive gear and the second gear drive gear, and the second synchronizer can be selectively coupled with the first gear drive gear or the second gear drive gear, and a first gear driven gear and a second gear driven gear are also provided on the output shaft, the first gear driven gear is meshed with the first gear drive gear and the first gear driving gear; the second gear driven gear is meshed with the second gear driving gear and the second gear drive gear.

[0008] Preferably, the transmission assembly includes a first gear driving gear and a second gear driving gear loosely mounted on the first input shaft, a first synchronizer arranged on the first input shaft is arranged between the first gear driving gear and the second gear driving gear, and the first synchronizer can be selectively coupled with the first gear driving gear or the second gear driving gear; a transmission gear is fixedly arranged on the second input shaft, and a first gear driven gear and a second gear driven gear are also arranged on the output shaft, the first gear driven gear is meshed with the first gear driving gear, and the second gear driven gear is meshed with the transmission gear and the second gear driving gear.

[0009] Preferably, the connecting assembly at least includes a connecting gear fixed on the output shaft, and the connecting gear is meshed with a linkage gear fixed on the differential.

[0010] Preferably, the planetary gear at least includes a sun gear fixedly mounted on the main motor and the auxiliary motor, the sun gear is sleeved with a ring gear, the ring gear is fixed with a first input shaft or a second input shaft; a planetary gear meshing with the ring gear and the sun gear is provided between the ring gear and the sun gear, and the planetary gear is arranged on the gearbox housing through a planetary carrier.

[0011] Preferably, the main motor and the auxiliary motor are high-speed motors.

[0012] Preferably, the second input shaft is located between the output shaft and the half shaft, and the half shaft is parallel to the second input shaft.

[0013] The beneficial effects of the utility model are mainly reflected in:

[0014] 1. The design is exquisite. The first input shaft, the second input shaft and the output shaft are all arranged in parallel, which can minimize the axial space occupied by the system and make the layout more compact. In addition, the main motor and the auxiliary motor work together to provide greater pure EV drive power, and can reduce the power of the main motor and the auxiliary motor, thereby reducing space requirements and cost pressure.

[0015] 2. The planetary gearbox can make the system have a larger transmission ratio, reduce the volume and weight of the system, make the layout more compact, and reduce the occupied space.

[0016] 3. The gear shifting process is simple and convenient to operate, stable and reliable, which can avoid power interruption and "shaking" phenomenon, and improve stability and comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The technical solution of the utility model is further described below in conjunction with the accompanying drawings:

[0018] Figure 1 : A schematic structural diagram of the first preferred embodiment of the utility model;

[0019] Figure 2 : A schematic structural diagram of a second preferred embodiment of the utility model. DETAILED DESCRIPTION

[0020] The present invention will be described in detail below in conjunction with the specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention, and any structural, methodological, or functional changes made by a person skilled in the art based on these embodiments are all within the scope of protection of the present invention.

[0021] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0022] like Figure 1 to Figure 2 As shown, the utility model discloses a pure electric drive system suitable for heavy trucks, including a main motor 1 and an auxiliary motor 2 arranged side by side, wherein the main motor 2 and the auxiliary motor 3 are high-speed motors that can match the power and torque requirements of the vehicle. Of course, the main motor 2 and the auxiliary motor 3 can also be flat motors, etc., which all belong to the protection scope of the utility model and will not be described in detail here.

[0023] The motor shaft of the main motor 1 is connected to the first input shaft 4 through the planetary gear 3, and the motor shaft of the auxiliary motor 2 is connected to the second input shaft 5 through the planetary gear 3. An output shaft 6 parallel to the first input shaft 4 and the second input shaft 5 is provided in the middle, and the output shaft 6 is connected to the first input shaft 4 and the second input shaft 5 through a transmission assembly 7. The above design is sophisticated, and the first input shaft 4, the second input shaft 5 and the output shaft 7 are all arranged in parallel, which can minimize the axial space occupied by the system and make the layout more compact. In addition, the main motor and the auxiliary motor work together to provide greater pure EV driving power, and can reduce the power of the main motor and the auxiliary motor, thereby reducing space requirements and cost pressure.

[0024] In the above, the planetary gear 3 at least includes a sun gear 31 fixed on the main motor 1 and the auxiliary motor 2, a ring gear 32 is sleeved on the sun gear 31, and a first input shaft 4 or a second input shaft 5 is fixed on the ring gear 32; a planetary gear 33 meshing with the ring gear 32 and the sun gear 31 is provided between the ring gear 32 and the sun gear 31, and the planetary gear 33 is arranged on the gearbox housing through a planet carrier 34. The planetary gear 3 can make the system have a larger transmission ratio, reduce the volume and weight of the system, make the layout more compact, and reduce the occupied space.

[0025] A differential 8 is also provided on one side of the first input shaft 4 or the second input shaft 5. The differential 8 is connected to the output shaft 6 through a connecting assembly 9. The connecting assembly 9 at least includes a connecting gear 91 fixed on the output shaft 6. The connecting gear 91 is meshed with a linkage gear 92 fixed on the differential 8. A half shaft 81 is also provided on both sides of the differential 8. The second input shaft 5 is located between the output shaft 6 and the half shaft 81. The half shaft 81 is parallel to the second input shaft 5. A wheel hub 82 is fixed on the half shaft 81.

[0026] like Figure 1As shown, it is a first preferred embodiment of the utility model, the transmission assembly 7 includes a first gear driving gear 71 and a second gear driving gear 72 which are sleeved on the first input shaft 4, a first synchronizer 73 arranged on the first input shaft 4 is arranged between the first gear driving gear 71 and the second gear driving gear 72, and the first synchronizer 73 can be selectively coupled with the first gear driving gear 71 or the second gear driving gear 72; a first gear driving gear 74 and a second gear driving gear 75 are sleeved on the second input shaft 5, a second synchronizer 76 arranged on the second input shaft 5 is arranged between the first gear driving gear 74 and the second gear driving gear 75, and the second synchronizer 76 can be selectively coupled with the first gear driving gear 74 or the second gear driving gear 75, and a first gear driven gear 77 and a second gear driven gear 78 are also arranged on the output shaft 6, the first gear driven gear 77 is meshed with the first gear driving gear 74 and the first gear driving gear 71; the second gear driven gear 78 is meshed with the second gear driving gear 72 and the second gear driving gear 75.

[0027] The working process of the first preferred embodiment of the utility model is briefly described below:

[0028] When the vehicle is in the first gear, the main motor 1 starts, and transmits power to the differential through the sun gear 31, the planetary carrier 34, the ring gear 32, the first input shaft 4, the first synchronizer 73, the first gear driving gear 71, the first gear driven gear 77, the connecting gear 91 and the linkage gear 92. At the same time, the auxiliary motor 2 starts, and transmits power to the differential through the sun gear 31, the planetary carrier 34, the ring gear 32, the second input shaft 5, the second synchronizer 76, the first gear driving gear 74, the first gear driven gear 77, the connecting gear 91 and the linkage gear 92. In the above, the main motor and the auxiliary motor work together to provide greater pure EV drive power, increase the torque for climbing, and reduce the power of the main motor and the auxiliary motor, thereby reducing space requirements and cost pressure.

[0029] When the vehicle needs to shift gears, the first synchronizer 73 is coupled to the second gear driving gear 72, and the second synchronizer 76 is coupled to the second gear driving gear 75, so that the gear shifting can be completed.

[0030] like Figure 2As shown, it is a second preferred embodiment of the utility model, the transmission assembly 7 includes a first gear driving gear 71 and a second gear driving gear 72 which are loosely sleeved on the first input shaft 4, and a first synchronizer 73 arranged on the first input shaft 4 is provided between the first gear driving gear 71 and the second gear driving gear 72, and the first synchronizer 73 can be selectively coupled with the first gear driving gear 71 or the second gear driving gear 72; a transmission gear 79 is fixedly provided on the second input shaft 5, and a first gear driven gear 77 and a second gear driven gear 78 are also provided on the output shaft 6, the first gear driven gear 77 is meshed with the first gear driving gear 71, and the second gear driven gear 78 is meshed with the transmission gear 78 and the second gear driving gear 72.

[0031] The working process of the second preferred embodiment of the utility model is briefly described below:

[0032] When the vehicle is in the first gear, the main motor 1 is started, and the power is transmitted to the differential through the sun gear 31, the planetary carrier 34, the ring gear 32, the first input shaft 4, the first synchronizer 73, the first gear driving gear 71, the first gear driven gear 77, the connecting gear 91 and the linkage gear 92. At the same time, the auxiliary motor 2 is started, and the power is transmitted to the differential through the sun gear 31, the planetary carrier 34, the ring gear 32, the second input shaft 5, the transmission gear 79, the second gear driven gear 78, the output shaft 6, the connecting gear 91 and the linkage gear 92.

[0033] When it is necessary to shift to the second gear, the first synchronizer 73 is coupled to the second gear driving gear 72 to complete the gear shift.

[0034] It should be understood that although this specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each implementation mode may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

[0035] The series of detailed descriptions listed above are only specific descriptions of feasible implementation methods of the utility model. They are not intended to limit the protection scope of the utility model. Any equivalent implementation methods or changes that do not deviate from the technical spirit of the utility model should be included in the protection scope of the utility model.

Claims

1. Applicable to the pure electric drive system of heavy trucks, characterized by: The invention comprises a main motor (1) and an auxiliary motor (2) arranged side by side, wherein the motor shaft of the main motor (1) is connected to a first input shaft (4) through a planetary gear (3), and the motor shaft of the auxiliary motor (2) is connected to a second input shaft (5) through the planetary gear (3); an output shaft (6) parallel to the first input shaft (4) and the second input shaft (5) is provided in the middle thereof, and the output shaft (6) is transmission-connected to the first input shaft (4) and the second input shaft (5) through a transmission assembly (7); a differential (8) is further provided on one side of the first input shaft (4) or the second input shaft (5), and the differential (8) is transmission-connected to the output shaft (6) through a connection assembly (9); and half shafts (81) are further provided on both sides of the differential (8), and a wheel hub (82) is fixedly provided on the half shaft (81).

2. The pure electric drive system suitable for heavy trucks according to claim 1 is characterized in that: The transmission assembly (7) comprises a first gear driving gear (71) and a second gear driving gear (72) which are loosely sleeved on the first input shaft (4); a first synchronizer (73) which is arranged on the first input shaft (4) is arranged between the first gear driving gear (71) and the second gear driving gear (72); the first synchronizer (73) can be selectively coupled to the first gear driving gear (71) or the second gear driving gear (72); a first gear driving gear (74) and a second gear driving gear (75) which are loosely sleeved on the second input shaft (5); the first gear driving gear (74) and the second gear driving gear (75) are loosely sleeved on the second input shaft (5); A second synchronizer (76) arranged on the second input shaft (5) is provided between the first and second gear drive gears (75); the second synchronizer (76) can be selectively coupled to the first gear drive gear (74) or the second gear drive gear (75); a first gear driven gear (77) and a second gear driven gear (78) are also provided on the output shaft (6); the first gear driven gear (77) meshes with the first gear drive gear (74) and the first gear driving gear (71); and the second gear driven gear (78) meshes with the second gear driving gear (72) and the second gear drive gear (75).

3. The pure electric drive system suitable for heavy trucks according to claim 1 is characterized in that: The transmission assembly (7) comprises a first gear driving gear (71) and a second gear driving gear (72) which are loosely sleeved on the first input shaft (4); a first synchronizer (73) arranged on the first input shaft (4) is arranged between the first gear driving gear (71) and the second gear driving gear (72); the first synchronizer (73) can be selectively coupled with the first gear driving gear (71) or the second gear driving gear (72); a transmission gear (79) is fixedly arranged on the second input shaft (5); a first gear driven gear (77) and a second gear driven gear (78) are also arranged on the output shaft (6); the first gear driven gear (77) is meshed with the first gear driving gear (71), and the second gear driven gear (78) is meshed with the transmission gear (79) and the second gear driving gear (72).

4. The pure electric drive system suitable for heavy trucks according to claim 2 or 3, characterized in that: The connecting assembly (9) comprises at least a connecting gear (91) fixedly mounted on the output shaft (6), the connecting gear (91) being meshed with a linkage gear (92) fixedly mounted on the differential (8).

5. The pure electric drive system suitable for heavy trucks according to claim 2 or 3, characterized in that: The planetary gear (3) comprises at least a sun gear (31) fixedly mounted on the main motor (1) and the auxiliary motor (2); a ring gear (32) is sleeved on the sun gear (31); a first input shaft (4) or a second input shaft (5) is fixedly mounted on the ring gear (32); a planetary gear (33) meshing with the ring gear (32) and the sun gear (31) is disposed between the ring gear (32) and the sun gear (31); the planetary gear (33) is disposed on a gearbox housing via a planet carrier (34).

6. The pure electric drive system suitable for heavy trucks according to claim 2 or 3, characterized in that: The main motor (1) and the auxiliary motor (2) are high-speed motors.

7. The pure electric drive system suitable for heavy trucks according to claim 2 or 3, characterized in that: The second input shaft (5) is located between the output shaft (6) and the half shaft (81), and the half shaft (81) is parallel to the second input shaft (5).

Images