Gearbox driving system

Abstract

The utility model relates to a gearbox driving system, in particular to a gearbox driving system which comprises a motor, an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, a first synchronizer, a second synchronizer and a third synchronizer. The motor is connected with an input shaft on the input shaft assembly, the input shaft assembly is connected with a normally-meshed driven wheel of the middle shaft assembly through a normally-meshed driving wheel, and the middle shaft assembly is connected with a driven wheel on the output shaft through driving wheels of all gears. The input shaft assembly comprises an input shaft connected with the motor, an input driving gear connected to the input shaft, a second shaft connected with an input driven gear, and a normally engaged driving gear connected with the second shaft, and two pairs of gears are used for reducing speed and increasing torque; according to the scheme, the torque can be further increased, the capacity of an automobile for overcoming heavy loads or complex road conditions is improved, the structure is simple and compact, reliability is high, maintenance is convenient, the manufacturing cost is low, in addition, five gears of speed are arranged in the system, and the adjustable speed range is greatly increased.

Description

Technical Field

[0001] The utility model relates to the field of variable-speed drive of a drive system, in particular to a gearbox drive system. Background Art

[0002] As an important component on an automobile, the main function of a gearbox is to change the torque and speed output by the engine to adapt to different driving conditions and driving requirements. The traditional gearbox realizes the change of the transmission ratio through different gear combinations. However, the speed ratio range of the currently installed motor is limited, and the overall output cannot meet the requirements when facing complex road conditions. Especially in the case of heavy load or complex road conditions, it is necessary to further improve the output of a larger torque at a lower speed to provide greater power. Through retrieval, no technical solution identical to the utility model is found, and only some relevant comparative technical documents are found, mainly including the following:

[0003] 1. The patent with the application number 201920326448.0 discloses a hybrid vehicle and its multi-power drive assembly. The first power assembly includes a drive motor, a first input shaft and an input gear, and the input gear is sleeved and fixed on the first input shaft. The second power assembly includes an engine, a second input shaft, a transmission gear and a power on-off device. The engine is drivingly connected to one end of the second input shaft through the power on-off device. The planetary mechanism includes a sun gear, a ring gear, a planetary carrier and planetary gears. The sun gear is sleeved on the second input shaft and fixedly connected to the transmission gear. The sun gear is meshed with the inner wall of the ring gear through the planetary gears. The planetary carrier is fixed on the second input shaft, and both ends thereof are fixedly connected to the planetary gears. The input gear is drivingly connected to the ring gear. The third power assembly includes a generator, a third input shaft, a drive gear and an energy on-off device, and the generator is drivingly connected to one end of the third input shaft through the energy on-off device. Although this patent has a high transmission efficiency, the speed ratio range of the installed motor is limited and it cannot provide a large torque when facing complex road conditions.

[0004] 2. The patent with the application number 201810864211.8 proposes a multi-power hybrid transmission, a multi-power hybrid drive assembly, and a multi-power hybrid vehicle, including an electric motor, an electric motor clutch, a first input shaft assembly, a second input shaft assembly, an output shaft assembly, and a synchronizer. The first input shaft assembly includes a first input shaft and a first-gear driving gear, a second-gear driving gear, a third-gear driving gear, and a fourth-gear driving gear. The electric motor is drivingly connected to one end of the first input shaft through the electric motor clutch. The second input shaft assembly includes an electric drive driving gear, a second input shaft, an electric drive driven gear, a high-speed gear, and a low-speed gear. The output shaft assembly includes an output shaft, a first-gear driven gear, a second-gear driven gear, a third-gear driven gear, and a fourth-gear driven gear. The synchronizer includes a first-second gear synchronizer, a third-fourth gear synchronizer, and a high-low speed gear synchronizer. Although this patent has a high transmission efficiency, it only has four-speed output, and the change in the transmission ratio is limited.

[0005] 3. The patent with the application number 202322204893.9 for a dual-motor power assembly for mining trucks includes a motor one, a motor two, an output gear set, and an output shaft assembly. The motor one and the motor two are coaxially arranged, the motor one is a solid-shaft motor, and the motor two is a hollow-shaft motor. The output gear set is connected to the output shaft assembly. The motor one and the motor two are respectively connected to the output gear set through a transmission unit one and a transmission unit two. The transmission unit one includes an input shaft assembly one and a gear set one, and a synchronizer one is provided between the gears of the gear set one. The synchronizer one is connected to the output gear set by an intermediate shaft assembly one. The transmission unit two includes an input shaft assembly two and a gear set two, and a synchronizer two is included between the gears of the gear set two. The synchronizer two is connected to the output gear set by an intermediate shaft assembly two. This patent increases the transmission power through dual motors, has a high cost, and is not easy to implement.

[0006] Through the analysis of the above patents, it can be found that although the current transmission drive systems have methods to increase the transmission efficiency and increase the transmission power through dual motors, none of them have improved the transmission system to achieve the effect of increasing torque and enhancing the vehicle's performance in complex road conditions. Therefore, the problems described above still exist, and it is very necessary to improve them. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to provide a transmission drive system that can not only achieve low-speed high-torque output, save the cost of electric motors, but also has a compact layout. In addition, the transmission structure is simple and efficient.

[0008] The technical solution proposed by the present utility model is: a transmission drive system, including a motor, an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, a synchronizer one, a synchronizer two, and a synchronizer three; the motor is connected to the input shaft on the input shaft assembly, the input shaft assembly is connected to the constantly meshing driven gear of the intermediate shaft assembly through a constantly meshing driving gear, the intermediate shaft assembly is connected to the driven gear on the output shaft through each gear driving gear, and two pairs of reduction gears are provided on the output shaft assembly; wherein,

[0009] The input shaft assembly includes an input shaft connected to the motor, an input driving gear connected to the input shaft, a second shaft connected to the input driven gear, a constantly meshing driving gear connected to the second shaft, an input driving gear with a radius smaller than that of the input driven gear and a constantly meshing driving gear with a radius smaller than that of the constantly meshing driven gear. The two pairs of gears are used for speed reduction and torque increase;

[0010] The intermediate shaft assembly includes a third shaft connected to the constantly meshing driven gear, a fifth gear set connected to the third shaft, and a synchronizer three connected between the intermediate shaft and the third shaft; the output shaft assembly includes a gear set one, a gear set two connected to the output shaft, a synchronizer one is provided between the gears of the gear set one, and a synchronizer two is provided between the gear set two.

[0011] Further, the gear set one includes a third gear driving tooth and a fourth gear driving tooth solidly connected to the intermediate shaft, the third gear driving tooth meshes with a third gear driven tooth, and the fourth gear driving tooth meshes with a fourth gear driven tooth; the synchronizer one is connected to the output shaft; the synchronizer one is combined with the fourth gear driven tooth or the third gear driven tooth.

[0012] Further, the fourth gear driven tooth and the third gear driven tooth are hollowly connected to the output shaft.

[0013] Further, the gear set two includes a first gear driving tooth and a second gear driving tooth solidly connected to the intermediate shaft, the first gear driving tooth meshes with a first gear driven tooth, and the second gear driving tooth meshes with a second gear driven tooth; the synchronizer two is connected to the output shaft; the synchronizer two is combined with the first gear driving tooth or the second gear driving tooth.

[0014] Further, the first gear driven tooth and the second gear driven tooth are hollowly connected to the output shaft.

[0015] Further, the fifth gear set includes a fifth gear driving tooth hollowly connected to the third shaft, a fifth gear driven tooth hollowly connected to the output shaft, the fifth gear driving tooth meshes with the fifth gear driven tooth, and the synchronizer three is combined with the intermediate shaft or the fifth gear driving tooth.

[0016] Further, the synchronizer one is a third / fourth gear synchronizer.

[0017] Further, the synchronizer two is a first / second gear synchronizer.

[0018] Further, the synchronizer three is a fifth-gear synchronizer.

[0019] Further, only one of the synchronizer one and the synchronizer two is in a combined state with the driven gear at the same time, and the other synchronizer is suspended. The synchronizer three is combined with the countershaft when outputting power in the first to fourth gears, and is combined with the fifth-gear driving gear only when outputting fifth-gear power. When outputting fifth-gear power, the synchronizer one and the synchronizer two are suspended.

[0020] The beneficial effects of the present utility model are as follows: (1) The two pairs of reduction gears on the output shaft assembly can further increase the torque and improve the ability of the vehicle to overcome heavy loads or complex road conditions. (2) The structure is simple and compact, with strong reliability, convenient maintenance, and low manufacturing cost. (3) Five speed gears are provided in the system, greatly increasing the adjustable speed range. Description of the Drawings

[0021] Figure 1 is a schematic structural diagram of the transmission drive system provided by the embodiment of the present utility model.

[0022] Figure 2 is a power transmission route diagram in the first gear provided by the embodiment of the present utility model (as shown in S1).

[0023] Figure 3 is a power transmission route diagram in the second gear provided by the embodiment of the present utility model (as shown in S2).

[0024] Figure 4 is a power transmission route diagram in the third gear provided by the embodiment of the present utility model (as shown in S3).

[0025] Figure 5 is a power transmission route diagram in the fourth gear provided by the embodiment of the present utility model (as shown in S4).

[0026] Figure 6 is a power transmission route diagram in the fifth gear provided by the embodiment of the present utility model (as shown in S5).

[0027] Description of the reference numerals: 1. Motor; 2. Input shaft; 3. Input driving gear; 4. Input driven gear; 5. Second shaft; 6. Constant-mesh driving gear; 7. Fifth-gear driving gear; 8. First-gear driving gear; 9. Synchronizer three; 10. Second-gear driving gear; 11. Third-gear driving gear; 12. Fourth-gear driving gear; 13. Countershaft; 14. Third shaft; 15. Constant-mesh driven gear; 16. Synchronizer one; 17. Output shaft; 18. Fifth-gear driven gear; 19. Synchronizer two; 20. First-gear driven gear; 21. Second-gear driven gear; 22. Third-gear driven gear; 23. Fourth-gear driven gear. Detailed Embodiment

[0028] Next, the accompanying drawings will be combined Figure 1-6and specific embodiments to further describe the present utility model.

[0029] A transmission drive system includes a motor 1, an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, a first synchronizer 16, a second synchronizer 19, and a third synchronizer 9; the motor 1 is connected to the input shaft 2 on the input shaft assembly, the input shaft assembly is connected to the constant-mesh driven gear on the intermediate shaft assembly through a constant-mesh driving gear, the intermediate shaft assembly is connected to the driven gear on the output shaft 17 through each gear position driving gear, and two pairs of reduction gears are provided on the output shaft assembly; wherein,

[0030] The input shaft assembly includes an input shaft 2 connected to the motor 1, an input driving gear 3 connected to the input shaft 2, a second shaft 5 connected to the input driven gear 4, a constant-mesh driving gear 6 connected to the second shaft 5, an input driving gear 3 with a radius smaller than that of the input driven gear 4 and a constant-mesh driving gear 6 with a radius smaller than that of the constant-mesh driven gear 15, and the two pairs of gears are used for speed reduction and torque increase;

[0031] The intermediate shaft assembly includes a third shaft 14 connected to the constant-mesh driven gear, a fifth-gear set connected to the third shaft 14, and a third synchronizer 9 connected between the intermediate shaft 13 and the third shaft 14; the output shaft assembly includes a first gear set, a second gear set connected to the output shaft 17, a first synchronizer 16 is provided between the gears of the first gear set, and a second synchronizer 19 is provided between the second gear sets.

[0032] Further, the first gear set includes a third-gear driving gear 11 and a fourth-gear driving gear 12 solidly connected to the intermediate shaft 13, the third-gear driving gear 11 meshes with a third-gear driven gear 22, and the fourth-gear driving gear 12 meshes with a fourth-gear driven gear 23; the first synchronizer 16 is connected to the output shaft 17; the first synchronizer 16 is combined with the fourth-gear driven gear 23 or the third-gear driven gear 22.

[0033] Further, the fourth-gear driven gear 23 and the third-gear driven gear 22 are hollowly connected to the output shaft 17.

[0034] Further, the second gear set includes a first-gear driving gear 8 and a second-gear driving gear 10 solidly connected to the intermediate shaft 13, the first-gear driving gear 8 meshes with a first-gear driven gear 20, and the second-gear driving gear 10 meshes with a second-gear driven gear 21; the second synchronizer 19 is connected to the output shaft 17; the second synchronizer 19 is combined with the first-gear driving gear 8 or the second-gear driving gear 10.

[0035] Further, the first-gear driven gear 20 and the second-gear driven gear 21 are hollowly connected to the output shaft 17.

[0036] Further, the fifth gear set includes a fifth-gear driving gear 7 hollowly connected to the third shaft 14, a fifth-gear driven gear 18 hollowly connected to the output shaft 17, the fifth-gear driving gear 7 meshing with the fifth-gear driven gear 18, and the third synchronizer 9 engaging with the intermediate shaft 13 or the fifth-gear driving gear 7.

[0037] Further, the first synchronizer 16 is a third / fourth-gear synchronizer.

[0038] Further, the second synchronizer 19 is a first / second-gear synchronizer.

[0039] Further, the third synchronizer 9 is a fifth-gear synchronizer.

[0040] Further, only one of the first synchronizer 16 and the second synchronizer 19 is in an engaged state with the driven gear at the same time, and the other synchronizer is suspended. The third synchronizer 9 engages with the intermediate shaft 13 when transmitting power in the first to fourth gears, and engages with the fifth-gear driving gear 7 only when transmitting fifth-gear power. When transmitting fifth-gear power, the first synchronizer 16 and the second synchronizer 19 are suspended.

[0041] When the vehicle starts and outputs in the first gear, the first synchronizer 16 is suspended, the third synchronizer 9 is connected to the intermediate shaft 13, and the second synchronizer 19 engages with the first-gear driven gear 20. As Figure 2 shown, at this time, the motor 1 transmits torque to the input shaft 2, the input shaft 2 transmits torque to the input-driven gear 4 of the second shaft 5 through the input driving gear 3, completing the first deceleration and torque increase. The second shaft 5 transmits torque to the constant-mesh driven gear 15 of the third shaft 14 through the constant-mesh driving gear 6, completing the second deceleration and torque increase. The third shaft 14 transmits torque to the first-gear driving gear 8 on the intermediate shaft 13 through the third synchronizer 9, the first-gear driving gear 8 transmits torque to the first-gear driven gear 20, and the first-gear driven gear 20 transmits torque to the output shaft 17 through the second synchronizer 19, and finally the output shaft 17 completes torque output.

[0042] In the second-gear state, as Figure 3 shown, the first synchronizer 16 is suspended, the third synchronizer 9 is connected to the intermediate shaft 13, and the second synchronizer 19 engages with the second-gear driven gear 21. At this time, the motor 1 transmits torque to the input shaft 2, the input shaft 2 transmits torque to the input-driven gear 4 of the second shaft 5 through the input driving gear 3, completing the first deceleration and torque increase. The second shaft 5 transmits torque to the constant-mesh driven gear 15 of the third shaft 14 through the constant-mesh driving gear 6, completing the second deceleration and torque increase. The third shaft 14 transmits torque to the second-gear driving gear 10 on the intermediate shaft 13 through the third synchronizer 9, the second-gear driving gear 10 transmits torque to the second-gear driven gear 21, and the second-gear driven gear 21 transmits torque to the output shaft 17 through the second synchronizer 19, and finally the output shaft 17 completes torque output.

[0043] In the third-gear state, as Figure 4As shown in the figure, the synchronizer two 19 is suspended, the synchronizer three 9 is connected to the countershaft 13, and the synchronizer one 16 is engaged with the third gear driven gear 22. At this time, the motor 1 delivers torque to the input shaft 2, and the input shaft 2 delivers torque to the input driven gear 4 of the second shaft 5 through the input driving gear 3, completing the first stage of speed reduction and torque increase. The second shaft 5 delivers torque to the constant-mesh driven gear 15 of the third shaft 14 through the constant-mesh driving gear 6, completing the second stage of speed reduction and torque increase. The third shaft 14 delivers torque to the third gear driving gear 11 on the countershaft 13 through the synchronizer three 9, and the third gear driving gear 11 delivers torque to the third gear driven gear 22. The third gear driven gear 22 delivers torque to the output shaft 17 through the synchronizer one 16, and finally the output shaft 17 completes the torque output.

[0044] In the fourth gear state, as Figure 5 shown, the synchronizer two 19 is suspended, the synchronizer three 9 is connected to the countershaft 13, and the synchronizer one 16 is engaged with the fourth gear driven gear 23. At this time, the motor 1 delivers torque to the input shaft 2, and the input shaft 2 delivers torque to the input driven gear 4 of the second shaft 5 through the input driving gear 3, completing the first stage of speed reduction and torque increase. The second shaft 5 delivers torque to the constant-mesh driven gear 15 of the third shaft 14 through the constant-mesh driving gear 6, completing the second stage of speed reduction and torque increase. The third shaft 14 delivers torque to the fourth gear driving gear 12 on the countershaft 13 through the synchronizer three 9, and the fourth gear driving gear 12 delivers torque to the fourth gear driven gear 23. The fourth gear driven gear 23 delivers torque to the output shaft 17 through the synchronizer one 16, and finally the output shaft 17 completes the torque output.

[0045] In the fifth gear state, as Figure 5 shown, the synchronizer one 16 and the synchronizer two 19 are suspended, and the synchronizer three 9 is connected to the fifth gear driving gear 7. At this time, the motor 1 delivers torque to the input shaft 2, and the input shaft 2 delivers torque to the input driven gear 4 of the second shaft 5 through the input driving gear 3, completing the first stage of speed reduction and torque increase. The second shaft 5 delivers torque to the constant-mesh driven gear 15 of the third shaft 14 through the constant-mesh driving gear 6, completing the second stage of speed reduction and torque increase. The third shaft 14 delivers torque to the fifth gear driven gear 18 through the synchronizer three 9, and the fifth gear driven gear 18 delivers torque to the output shaft 17, and finally the output shaft 17 completes the torque output.

[0046] The beneficial effects of the present utility model are as follows: (1) The two pairs of reduction gears on the output shaft assembly can further increase the torque and improve the vehicle's ability to overcome heavy loads or complex road conditions. (2) The structure is simple and compact, with strong reliability, convenient maintenance, and low manufacturing cost. (3) There are five gears in the system, greatly increasing the adjustable speed range.

[0047] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. For those skilled in the art, the present utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model are all included within the protection scope of the present utility model.

Claims

1. A gearbox drive system, characterized in that: The invention comprises a motor (1), an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, a synchronizer 1 (16), a synchronizer 2 (19), and a synchronizer 3 (9); the motor (1) is connected to an input shaft (2) on the input shaft assembly, the input shaft assembly is connected to a constantly meshing driven wheel of the intermediate shaft assembly via a constantly meshing driving wheel, the intermediate shaft assembly is connected to a driven wheel on an output shaft (17) via driving wheels of each gear position, and the output shaft assembly is provided with two pairs of reduction gears; wherein: The input shaft assembly comprises an input shaft (2) connected to the motor (1), an input driving tooth (3) connected to the input shaft (2), a second shaft (5) connected to the input driven tooth (4), and a constant mesh driving tooth (6) connected to the second shaft (5), the input driving tooth (3) having a radius smaller than the input driven tooth (4) and the constant mesh driving tooth (6) having a radius smaller than the constant mesh driven tooth (15), and the two pairs of gears are used for reducing speed and increasing torque; The intermediate shaft assembly comprises a third shaft (14) connected to a constantly meshed driven wheel, a five-speed gear set connected to the third shaft (14), and a synchronizer three (9) connected between the intermediate shaft (13) and the third shaft (14); the output shaft assembly comprises a gear set one connected to the output shaft (17), a gear set two, a synchronizer one (16) provided between the gears of the gear set one, and a synchronizer two (19) provided between the gear sets two.

2. A gearbox drive system according to claim 1, characterized in that: The gear set 1 comprises a third gear driving tooth (11) and a fourth gear driving tooth (12) which are solidly connected to the intermediate shaft (13); the third gear driving tooth (11) is meshed with a third gear driven tooth (22); and the fourth gear driving tooth (12) is meshed with a fourth gear driven tooth (23); the synchronizer 1 (16) is connected to the output shaft (17); and the synchronizer 1 (16) is combined with the fourth gear driven tooth (23) or the third gear driven tooth (22).

3. A gearbox drive system according to claim 2, characterized in that: The fourth gear driven teeth (23) and the third gear driven teeth (22) are hollowly connected to the output shaft (17).

4. A gearbox drive system according to claim 1, characterized in that: The second gear set comprises a first gear driving tooth (8) and a second gear driving tooth (10) which are solidly connected to the intermediate shaft (13); the first gear driving tooth (8) meshes with a first gear driven tooth (20); and the second gear driving tooth (10) meshes with a second gear driven tooth (21); the second synchronizer (19) is connected to the output shaft (17); and the second synchronizer (19) is combined with the first gear driving tooth (8) or the second gear driving tooth (10).

5. A gearbox drive system according to claim 4, characterized in that: The first gear driven teeth (20) and the second gear driven teeth (21) are hollowly connected to the output shaft (17).

6. A gearbox drive system according to claim 1, characterized in that: The five-speed gear set comprises a five-speed driving tooth (7) hollowly connected to the third shaft (14), a five-speed driven tooth (18) hollowly connected to the output shaft (17), the five-speed driving tooth (7) meshing with the five-speed driven tooth (18), and a synchronizer three (9) combined with the intermediate shaft (13) or the five-speed driving tooth (7).

7. The gearbox drive system according to claim 1, characterized in that: The synchronizer 1 (16) is a third / fourth gear synchronizer.

8. The gearbox drive system according to claim 1, characterized in that: The synchronizer 2 (19) is a first / second gear synchronizer.

9. The gearbox drive system according to claim 1, characterized in that: The synchronizer three (9) is a five-speed synchronizer.

10. The gearbox drive system according to claim 1, characterized in that: Only one of the synchronizer 1 (16) and the synchronizer 2 (19) is in a state of engagement with the driven gear at the same time, and the other synchronizer is suspended. The synchronizer 3 (9) is engaged with the intermediate shaft (13) when outputting the power of the first to fourth gears, and is engaged with the fifth gear driving gear (7) only when outputting the power of the fifth gear. When outputting the power of the fifth gear, the synchronizer 1 (16) and the synchronizer 2 (19) are suspended.

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