Structure of dual-motor power input gearbox assembly

Abstract

The utility model discloses a double-motor power input gearbox assembly structure which comprises a motor shell, a second input shaft is rotatably arranged in the motor shell, a first input shaft is installed in the second input shaft, and the first input shaft and the second input shaft are coaxially arranged. The effect that power of the two motors is simultaneously subjected to speed reduction and torque rise through the gearbox so as to output larger torque is achieved, the acceleration and climbing performance of the vehicle can be enhanced, output can be optimized through independent control of the motors, and the energy utilization efficiency is improved. Besides, the two motor input shafts of the motor are designed on the same axis, so that the overall space proportion of the gearbox and motor structure can be greatly reduced, the double-motor input gearbox is fewer in part and lighter in weight, light weight of the whole vehicle is facilitated, and the cost is reduced. The technical problems that in the prior art, due to the fact that a double-motor input gearbox adopts double input shafts which are not coaxial, the occupied space of a whole vehicle is too large, and the weight is greatly increased are solved.

Description

Technical Field

[0001] The utility model belongs to the field of transmissions, and relates to a transmission assembly, in particular to a structure of a dual-motor power input transmission assembly. Background Art

[0002] With the increasing global attention to environmental protection and energy efficiency, the commercial vehicle industry is facing the pressure of improving energy efficiency and reducing emissions. In addition, with the development of electrification and automation technologies, new energy commercial vehicles have gradually emerged. In order to provide greater power, a power transmission route with dual motors and a transmission has emerged as the times require.

[0003] Currently, in the field of new energy transmissions for trucks, a single-motor + transmission drive structure is mainly adopted. For the high-power vehicle requirements, the power of a single motor is limited, and the maximum output torque is also restricted. In the case of a slow shifting speed of a single motor, power interruption will occur, and the overall reliability of the transmission is limited under harsh conditions. Some dual-motor input transmission structures adopt a structure with non-coaxial dual input shafts, which greatly occupies the layout space of the vehicle, and the corresponding parts will also increase, which is not conducive to the lightweight of the vehicle. Summary of the Utility Model

[0004] Aiming at the deficiencies existing in the prior art, the purpose of the utility model is to provide a structure of a dual-motor power input transmission assembly to solve the technical problems of excessive vehicle space occupation and extremely heavy weight caused by non-coaxial dual input shafts in the existing dual-motor input transmissions.

[0005] In order to solve the above technical problems, the utility model is realized by adopting the following technical solutions:

[0006] A structure of a dual-motor power input transmission assembly includes a motor housing. A second input shaft is rotatably arranged in the motor housing. A first input shaft is installed in the second input shaft. An input gear is fixedly sleeved on the rear axial end of the second input shaft. An intermediate shaft gear is meshed with the input gear. A sliding sleeve is sleeved on the rear axial end of the first input shaft. An output shaft is sleeved loosely on the rear axial end of the first input shaft.

[0007] The utility model further includes the following technical features:

[0008] A second bearing is arranged between the motor housing and the front axial end of the second input shaft.

[0009] A first oil seal is arranged in the cavity formed by the rear axial end of the second input shaft and the first input shaft.

[0010] A second oil seal is arranged between the motor housing and the second input shaft.

[0011] The second input shaft is splined to the input gear.

[0012] A lock nut is provided on both the second input shaft and the input gear.

[0013] A fork is provided on the sliding sleeve.

[0014] A first bearing is provided between the rear axial end of the first input shaft and the output shaft.

[0015] Compared with the prior art, the beneficial technical effects of the present utility model are as follows:

[0016] (Ⅰ) By coaxially arranging the first input shaft and the second input shaft, the present utility model designs the two motor input shafts on the same axis, achieving the effect that the power of the two motors simultaneously undergoes speed reduction and torque increase through the gearbox to output a greater torque. This not only enhances the acceleration and climbing performance of the vehicle but also optimizes the output through the independent control of the motors. When only one motor needs to work, the other motor can stop working, improving the energy utilization efficiency. In addition, designing the two motor input shafts of the motor on the same axis can greatly reduce the overall space occupation ratio of the gearbox + motor structure, facilitating the layout and installation of the vehicle manufacturer. At the same time, there is no need to design a large gearbox housing for the double input shafts and more parts such as input shaft mounting bearings. This makes the double motor input gearbox have fewer parts and lighter weight, which is beneficial to the lightweight of the whole vehicle, and solves the technical problems of excessive space occupation and extremely heavy weight of the whole vehicle caused by the non-coaxial double input shafts of the double motor input gearbox in the prior art.

[0017] (Ⅱ) The structure of the present utility model is simple, with few parts and easy to install. First, the installation of the second input shaft is completed, and then the installation of the first input shaft is completed on this basis. Both installations are completed at the same hole position of the housing. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic diagram of the overall structure of the present utility model;

[0019] Figure 2 is a schematic diagram of power transmission when the sliding sleeve moves leftward;

[0020] Figure 3 is a schematic diagram of power transmission when the sliding sleeve moves rightward.

[0021] The meanings of the various reference numerals in the figure are as follows: 1 - motor housing, 2 - second input shaft, 3 - first input shaft, 4 - second oil seal, 5 - second bearing, 6 - intermediate shaft gear, 7 - lock nut, 8 - first oil seal, 9 - first bearing, 10 - output shaft, 11 - sliding sleeve, 12 - fork, 13 - input gear.

[0022] The following further elaborates on the specific content of the present utility model in conjunction with embodiments. Specific Embodiment

[0023] It should be noted that all components in the present utility model, without special instructions, are components known in the art.

[0024] The following provides specific embodiments of the present utility model. It should be noted that the present utility model is not limited to the following specific embodiments, and any equivalent transformation based on the technical solution of this application falls within the protection scope of the present utility model.

[0025] The present utility model provides a structure of a double-motor power input transmission assembly, including a motor housing 1. A second input shaft 2 is rotatably arranged in the motor housing 1. A first input shaft 3 is installed in the second input shaft 2. An input gear 13 is fixedly sleeved on the rear axial end of the second input shaft 2. An intermediate shaft gear 6 is engaged with the input gear 13. A sliding sleeve 11 is sleeved on the rear axial end of the first input shaft 3. An output shaft 10 is sleeved loosely on the rear axial end of the first input shaft 3.

[0026] In the above technical solution, the input gear 13 and the second input shaft 2 as a whole serve as power source 2, and its torque and speed are controlled by an external motor 2. The first input shaft 3 and the sliding sleeve 11 as a whole serve as power source 1. Different flow directions of power source 1 can be achieved by axially moving the sliding sleeve left and right.

[0027] See Figure 2 , when the sliding sleeve 11 moves leftward to engage with the tooth ring of the input gear 13, power source 1 is combined with power source 2; power source 1 will be transmitted to the input gear 13 and combined with the original power source 2 on the input gear 13. The input gear 13 can be engaged with one or more intermediate shaft gears 6, and then transmitted to the output shaft 10 through a gear pair to achieve power output.

[0028] See Figure 3 , when the sliding sleeve moves rightward to engage with the tooth ring of the output shaft 10, power source 1 is output from the output shaft 10, and power source 2 can transmit power through a gear pair or not work, realizing single-motor output.

[0029] By coaxially arranging the first input shaft and the second input shaft, and designing the two motor input shafts on the same axis, the power of the two motors can simultaneously pass through the gearbox for speed reduction and torque increase, thus achieving the effect of outputting a greater torque. This not only enhances the acceleration and climbing performance of the vehicle, but also can optimize the output through the independent control of the motors. When only one motor is required to work, the other motor can stop working, improving the energy utilization efficiency. In addition, designing the two motor input shafts of the motor on the same axis can greatly reduce the overall space occupation ratio of the gearbox + motor structure, facilitating the layout and installation of the vehicle manufacturer. At the same time, there is no need to design a large gearbox housing for the double input shafts and more parts such as input shaft mounting bearings. This makes the double motor input gearbox have fewer parts and lighter weight, which is beneficial to the lightweight of the whole vehicle, and solves the technical problems of excessive space occupation and extremely heavy weight of the whole vehicle caused by the non-coaxial double input shafts of the double motor input gearbox in the prior art.

[0030] Specifically, a second bearing 5 is provided between the front axial end of the motor housing 1 and the second input shaft 2.

[0031] Specifically, a first oil seal 8 is provided in the cavity formed by the rear axial end of the second input shaft 2 and the first input shaft 3.

[0032] In the above technical solution, setting the first oil seal 8 can prevent the motor oil from entering the gearbox through the gap between the second input shaft 2 and the first input shaft 3.

[0033] Specifically, a second oil seal 4 is provided between the motor housing 1 and the second input shaft 2.

[0034] In the above technical solution, setting the second oil seal 4 can prevent the motor oil from entering the gearbox through the gap between the second input shaft 2 and the motor housing 1.

[0035] Specifically, the second input shaft 2 is connected to the input gear 13 by splines.

[0036] In the above technical solution, the spline connection and axial positioning can also provide a stable connection.

[0037] A locking nut 7 is jointly provided on the second input shaft 2 and the input gear 13.

[0038] In the above technical solution, the locking nut 7 is used to limit the second input shaft 2 and the input gear 13 to prevent relative axial movement.

[0039] Specifically, a shift fork 12 is provided on the sliding sleeve 11.

[0040] In the above technical solution, the shift fork 12 is used to move the sliding sleeve 11.

[0041] Specifically, a first bearing 9 is provided between the rear axial end of the first input shaft 3 and the output shaft 10.

Claims

1. Structure of a dual-motor power input gearbox assembly, characterized in that, It includes a motor housing (1), a second input shaft (2) is rotatably arranged in the motor housing (1), a first input shaft (3) is installed in the second input shaft (2), an input gear (13) is fixedly sleeved on the rear axial end of the second input shaft (2), an intermediate shaft gear (6) is meshed with the input gear (13), a sliding sleeve (11) is sleeved on the rear axial end of the first input shaft (3), and an output shaft (10) is sleeved loosely on the rear axial end of the first input shaft (3).

2. The structure of the dual-motor power input transmission assembly according to claim 1, wherein A second bearing (5) is arranged between the motor housing (1) and the front axial end of the second input shaft (2).

3. The structure of the dual-motor power input transmission assembly according to claim 1, wherein A first oil seal (8) is arranged in the cavity formed by the rear axial end of the second input shaft (2) and the first input shaft (3).

4. The structure of the dual-motor power input gearbox assembly as described in claim 1, characterized in that, A second oil seal (4) is arranged between the motor housing (1) and the second input shaft (2).

5. The structure of the dual-motor power input transmission assembly as described in claim 1, characterized in that, The second input shaft (2) and the input gear (13) are connected by splines.

6. The structure of the dual-motor power input gearbox assembly according to claim 1, characterized in that, A locking nut (7) is arranged on both the second input shaft (2) and the input gear (13).

7. The structure of the dual-motor power input gearbox assembly according to claim 1, characterized in that, A fork (12) is arranged on the sliding sleeve (11).

8. The structure of the dual-motor power input gearbox assembly according to claim 1, characterized in that, A first bearing (9) is arranged between the rear axial end of the first input shaft (3) and the output shaft (10).

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