High-strength double-motor bridge confluence structure

Abstract

The utility model relates to the technical field of bridge confluence structures, and discloses a high-strength double-motor bridge confluence structure which comprises a gearbox body, a right motor is arranged outside the gearbox body, a left motor is arranged outside the gearbox body, and a main rotating shaft is movably sleeved with the gearbox body. A herringbone gear movably sleeves the outer part of the main rotating shaft, the outer part of the herringbone gear is meshed with a right motor gear, and the outer part of the herringbone gear is movably meshed with a left motor gear; according to the utility model, the right motor and the left motor are arranged, and the right motor gear and the left motor gear which are independently driven and symmetrically arranged can be simultaneously meshed with herringbone teeth outside the main rotating shaft, so that unevenness of loads can be adjusted to a certain extent by generated opposite axial forces, and the loads output by the motors tend to be consistent; and the power converged by the herringbone teeth is transmitted to the tires through the gearbox, so that the use experience of the equipment is optimized.

Description

Technical Field

[0001] This utility model relates to the field of electric bridge bus technology, and more specifically to a high-strength dual-motor electric bridge bus structure. Background Technology

[0002] The high-strength dual-motor bridge bus structure utilizes two independently driven motor shafts symmetrically arranged on the left and right sides, each connected to a small gear with the same parameters but opposite rotation directions. The two small gears are symmetrically arranged and simultaneously mesh with the herringbone teeth of the main shaft, generating opposite axial forces during operation. Thus, the axial forces balance and cancel each other out. The power after the gears are combined is then transmitted to the tires through the gearbox, ensuring the stability of the system and improving the overall performance.

[0003] In the existing high-strength dual-motor bridge bus structure, manufacturing errors, assembly errors, and load deformation of the corresponding gear shaft sub-assemblies connected to the two motor systems in daily use result in unequal input loads on the gears. Furthermore, the loads borne by the corresponding gear teeth, spokes, bearings, and other transmission chain structures vary significantly, leading to different load deformations of the corresponding gear sub-assemblies. Ultimately, this adversely affects the lifespan, NVH, strength, and other performance characteristics of the entire transmission system.

[0004] The existing high-strength dual-motor bridge bus structure cannot accurately assess the theoretical design life of the entire transmission system in daily use because the difference in load between the two sides of the right motor gear cannot be specifically evaluated at the initial design stage. This leads to a significant reliability risk to the transmission system. Summary of the Invention

[0005] In order to overcome the above-mentioned defects of the prior art, the present invention provides a high-strength dual-motor bridge bus structure to solve the problems existing in the background art.

[0006] This utility model provides the following technical solution: a high-strength dual-motor bridge bus structure, comprising a gearbox body, characterized in that: a right motor is provided on the outside of the gearbox body, a left motor is provided on the outside of the gearbox body, a main rotating shaft is movably sleeved inside the gearbox body, a herringbone gear is movably sleeved on the outside of the main rotating shaft, the herringbone gear meshes with the right motor gear on the outside, and the herringbone gear movably meshes with the left motor gear on the outside.

[0007] Furthermore, the right motor internally has a movable right motor bearing, the right motor bearing externally is fixedly connected to a right motor gear, and the right motor gear externally meshes with a herringbone gear.

[0008] Furthermore, the left motor internally movably connects to the left motor bearing, the left motor bearing externally is fixedly connected to the left motor gear, and the left motor gear externally movably meshes with the main shaft.

[0009] Furthermore, the main shaft is fixedly sleeved with a helical gear, and the main shaft is movably sleeved with the gearbox body.

[0010] Furthermore, the external meshing gear of the main shaft helical gear is a transmission gear, and the external fixed connection of the transmission gear is a transmission shaft.

[0011] Furthermore, the differential is externally mounted on the transmission shaft.

[0012] Furthermore, the differential is movably fitted with tires on both sides.

[0013] The technical effects and advantages of this utility model are as follows:

[0014] 1. By incorporating a bidirectional gear, this utility model helps to solve the problem of uneven load caused by manufacturing errors to a certain extent, and can achieve higher structural strength, reliability, fatigue life, and better NVH, efficiency, and power density performance under the same conditions.

[0015] This invention utilizes a right motor and a left motor, which are driven independently and symmetrically arranged. These two motors can simultaneously mesh with the herringbone gears outside the main shaft, generating opposing axial forces. This can adjust uneven load distribution to a certain extent, making the load output by the motor more consistent. The power after converging through the herringbone gears is then transmitted to the tires via the gearbox, thereby optimizing the user experience of the equipment. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0017] Figure 2 This is a schematic diagram of the main bearing structure of this utility model.

[0018] Figure 3 This is a schematic diagram of the fan housing structure of this utility model.

[0019] Figure 4 This is a schematic diagram of the speed-changing gear structure of this utility model.

[0020] The attached diagram is labeled as follows: 1. Right motor; 2. Left motor; 3. Left motor bearing; 4. Right motor bearing; 5. Right motor gear; 6. Left motor gear; 8. Main shaft; 101. Herringbone gear; 105. Main shaft helical gear; 106. Transmission gear; 107. Transmission shaft; 108. Transmission body; 109. Differential; 110. Tire. Detailed Implementation

[0021] The technical solution of this utility model will be clearly and completely described below with reference to the accompanying drawings. In addition, the forms of the various structures described in the following embodiments are merely illustrative. The high-strength dual-motor bridge bus structure involved in this utility model is not limited to the structures described in the following embodiments. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0022] Reference Figure 1-4 This utility model provides a high-strength dual-motor bridge bus structure, including a gearbox body 108, a main shaft 8 internally movably connected to the gearbox body 108, a herringbone gear 101 externally movably connected to the main shaft 8, a right motor gear 5 externally meshing with the herringbone gear 101, a left motor gear 6 externally meshing with the herringbone gear 101, and a main shaft bolt 7 internally movably connected to the main shaft 8 for easy disassembly or installation by the operator. The left motor gear 6 and the right motor gear 5 mesh with the herringbone gear 101 respectively, and their meshing points are connected by inclined gear grooves, thereby driving the main shaft 8 to rotate by the left motor gear 6 and the right motor gear 5, which have different directions of rotation, acting on the herringbone gear 101.

[0023] In a preferred embodiment, the right motor 1 is internally movably connected to the right motor bearing 4, and the right motor bearing 4 is externally fixedly connected to the right motor gear 5. The right motor gear 5 externally meshes with the herringbone gear 101. The right motor 1 drives the right motor bearing 4 to rotate, and the meshing of the right motor gear 5 with the herringbone gear 101 drives the main shaft 8 to rotate.

[0024] In a preferred embodiment, the left motor 2 is internally movably connected to the left motor bearing 3, the left motor bearing 3 is externally fixedly connected to the left motor gear 6, and the left motor gear 6 externally movably meshes with the main rotating shaft 8. The left motor 2 drives the left motor bearing 3 to rotate, and the left motor gear 6 drives the main rotating shaft 8 to rotate through the meshing with the herringbone gear 101.

[0025] In a preferred embodiment, a main shaft helical gear 105 is fixedly sleeved on the outside of the main shaft 8, and a gearbox body 108 is movably sleeved on the outside of the main shaft 8. The main shaft helical gear 105 connected to the main shaft 8 uses the gears inside the gearbox body 108 to adjust the rotational speed transmission of the main shaft 8.

[0026] In a preferred embodiment, the external meshing of the main shaft helical gear 105 with the transmission gear 106, and the external fixed connection of the transmission gear 106 with the transmission shaft 107, facilitates the engagement of the transmission gear 106 with the main shaft helical gear 105, and the adjustment of the rotational speed of the transmission gear 106 by using different small gears, and the transmission speed is transmitted through the external transmission shaft 107 of the transmission gear 106.

[0027] In a preferred embodiment, the differential 109 is externally mounted on the transmission shaft 107, which facilitates the connection of the differential 109 via the transmission shaft 107. The differential 109 utilizes a planetary gear mechanism with symmetrical bevel gears, and achieves different speed outputs for the left and right half-shaft gears through the revolution and rotation of the planetary gears. The differential 109 housing acts as the driving element, and the half-shaft gears act as driven elements. With the cooperation of the planetary gears, the differential action is completed, eliminating the speed difference between the left and right wheels when the vehicle is turning.

[0028] In a preferred embodiment, the tires 110 are movably fitted on both sides of the differential 109, and the power transmitted through the differential 109 is processed by the differential 109 to drive the tires 110 to rotate.

[0029] The working principle of this utility model is as follows: This utility model provides a high-strength dual-motor bridge bus structure, including a gearbox body 108. A main rotating shaft 8 is movably sleeved inside the gearbox body 108. A herringbone gear 101 is movably sleeved outside the main rotating shaft 8. The herringbone gear 101 externally meshes with a right motor gear 5 and a left motor gear 6. A main shaft bolt 7 is movably sleeved inside the main rotating shaft 8. The left motor gear 6 and right motor gear 5 mesh with the herringbone gear 101 respectively, and their meshing points are connected by inclined gear grooves. This allows the left motor gear 6 and right motor gear 5, which rotate sequentially, to switch between each other via the herringbone gear 101, thus enabling the transmission of power. The main rotating shaft 8 rotates. The right motor 1 internally is movably connected to the right motor bearing 4. The right motor bearing 4 is externally fixedly connected to the right motor gear 5. The right motor gear 5 externally meshes with the herringbone gear 101. The right motor 1 drives the right motor bearing 4 to rotate, and the meshing of the right motor gear 5 and the herringbone gear 101 drives the main rotating shaft 8 to rotate. The left motor 2 internally is movably connected to the left motor bearing 3. The left motor bearing 3 externally is fixedly connected to the left motor gear 6. The left motor gear 6 externally movably meshes with the main rotating shaft 8. The left motor 2 drives the left motor bearing 3 to rotate, and the meshing of the left motor gear 6 and the herringbone gear 101 drives the main rotating shaft 8 to rotate.

[0030] A main shaft helical gear 105 is fixedly sleeved on the outside of the main shaft 8, and a gearbox body 108 is movably sleeved on the outside of the main shaft 8. The main shaft helical gear 105 connected to the main shaft 8 uses gears inside the gearbox body 108 to adjust the speed transmission of the main shaft 8. The main shaft helical gear 105 meshes with a transmission gear 106, and the transmission gear 106 is fixedly connected to the gearbox shaft 107. This facilitates the engagement of the transmission gear 106 with the main shaft helical gear 105, and allows for the adjustment of the speed of the transmission gear 106 using different small gears. Speed ​​is transmitted through the transmission shaft 107 outside the transmission gear 106. The differential 109 is externally mounted on the transmission shaft 107, which facilitates the connection of the differential 109 to the transmission shaft 107. The differential 109 utilizes a planetary gear mechanism with symmetrical bevel gears. The different speed outputs of the left and right half-shaft gears are achieved through the revolution and rotation of the planetary gears. The differential 109 housing acts as the driving element, and the half-shaft gears act as the driven elements. With the cooperation of the planetary gears, the differential action is completed, eliminating the speed difference between the left and right wheels when the vehicle is turning.

[0031] The tires 110 are movably connected to both sides of the differential 109. The power transmitted through the differential 109 is processed by the differential 109 to drive the tires 110 to rotate.

[0032] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

[0033] Finally, the following points should be noted: First, in the description of this application, it should be noted that, unless otherwise specified and limited, the terms "installation", "connection", and "linkage" should be interpreted broadly, and can be mechanical or electrical connections, or internal connections between two components, or direct connections. "Up", "down", "left", "right", etc. are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may change.

[0034] Secondly: The accompanying drawings of the embodiments disclosed in this utility model only involve the structures involved in the embodiments disclosed in this utility model. Other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of this utility model can be combined with each other.

[0035] Finally: The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A high-strength dual-motor bridge busbar structure comprising a gearbox main body (108), characterized in that: The outside of the gearbox body (108) is provided with a right motor (1), the outside of the gearbox body (108) is provided with a left motor (2), the inside of the gearbox body (108) movably sleeves a main rotating shaft (8), the outside of the main rotating shaft (8) movably sleeves a herringbone gear (101), the outside of the herringbone gear (101) engages a right motor gear (5), and the outside of the herringbone gear (101) movably engages a left motor gear (6).

2. The high-strength dual-motor bridge busbar structure according to claim 1, characterized in that: The inside of the right motor (1) movably sleeves a right motor bearing (4), the outside of the right motor bearing (4) is fixedly connected with the right motor gear (5), and the outside of the right motor gear (5) engages the herringbone gear (101).

3. The high-strength dual-motor bridge busbar structure according to claim 1, characterized in that: The inside of the left motor (2) movably sleeves a left motor bearing (3), the outside of the left motor bearing (3) is fixedly connected with the left motor gear (6), and the outside of the left motor gear (6) movably engages the main rotating shaft (8).

4. The high-strength dual-motor bridge busbar structure of claim 1, wherein: The outside of the main rotating shaft (8) is fixedly sleeved with a main shaft helical gear (105), and the outside of the main rotating shaft (8) movably sleeves the gearbox body (108).

5. The high-strength dual-motor bridge busbar structure according to claim 4, characterized in that: The outside of the main shaft helical gear (105) engages a gear shifter (106), and the outside of the gear shifter (106) is fixedly connected with a gearbox rotating shaft (107).

6. A high-strength dual-motor bridge busbar structure according to claim 5, characterized in that: The outside of the gearbox rotating shaft (107) movably sleeves a differential (109).

7. The high-strength dual-motor bridge busbar structure according to claim 6, characterized in that: The differential (109) movably sleeves tires (110) on both sides.

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