Five-shaft three-gear offset transmission system

Abstract

The utility model discloses a five-shaft three-gear offset transmission system which comprises a motor, a plurality of parallel shafts, a differential mechanism, a left half shaft, a right half shaft, a left wheel edge and a right wheel edge, and the parallel shafts, the differential mechanism, the left half shaft, the right half shaft, the left wheel edge and the right wheel edge are sequentially driven by the motor through gear pairs. The third parallel shaft and the fourth parallel shaft are in linkage through three gear pairs, a gear pair in linkage with the second parallel shaft is additionally arranged on the third parallel shaft, and a first gear shifter and a second gear shifter are arranged among the four gear pairs on the third parallel shaft. After sliding, the first gear shifter and the second gear shifter are in butt joint with combination teeth of different gear pairs or keep idle hanging; the motor drives the left wheel edge and the right wheel edge to operate in a gear dividing mode through the first gear shifter or the second gear shifter. Through the five-shaft arrangement, the size of a gear pair is reduced, the gear shafts can be folded in space, and the space utilization rate is improved; through offset arrangement, maintenance and installation are more convenient; a gear shifter is arranged on the third parallel shaft, and gear shifting control and lubrication of a roller pin shaft groove are facilitated.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle technology, and more specifically, to a five-axis three-speed offset transmission system. Background Technology

[0002] With the deepening of the national new energy strategy, mainstream automakers have shifted their production and R&D focus from traditional fuel vehicles to new energy electric vehicles. Currently, most new energy electric vehicles have replaced the engine and multi-speed transmission powertrain with an electric motor and a low-speed transmission powertrain, while still using the traditional drive axle structure. Although development costs have been reduced to the greatest extent, the mechanical efficiency of the entire power transmission is relatively low due to the long transmission chain and the retention of the spiral bevel gear main reduction structure.

[0003] Electric drive axles can integrate drive motors, gearboxes, drive shafts, and axles into one unit to reduce size, improve the mechanical transmission efficiency of the entire drive system, and reduce the weight of the vehicle. Therefore, electric drive axles have become a high-quality solution for mainstream new energy electric vehicles.

[0004] Electric drive axles, limited by space constraints, mostly employ single-speed or two-speed structures. Single-speed electric drive axles reduce the complexity of the transmission, requiring only a single reduction gear, but place higher demands on the motor. The motor must provide sufficient torque and high speed to ensure the vehicle's climbing performance and top speed, often necessitating a larger battery size and a significant increase in motor and electronic control costs. Furthermore, the lack of gear adjustment directly results in a small percentage of the motor's efficient operating range, leading to overall low motor efficiency. Three-speed electric drive axles can significantly improve upon the shortcomings of single-speed electric drive axles. Low-speed gears feature a large gear ratio to provide sufficient power. High-speed gears feature a small gear ratio to provide sufficient speed. Mid-range gears feature a moderate gear ratio, balancing power and speed. This significantly reduces the demand on the motor, allowing for smaller motor size and lower costs for both motor and electronic control systems. Smaller gear ratios between each gear facilitate shifting and improve overall efficiency, further reducing the demand on the motor, minimizing its size, and lowering costs for both motor and electronic control systems. Utility Model Content

[0005] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a five-axis three-speed offset transmission system to solve one or more of the above-mentioned problems.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A five-axis three-speed offset transmission system includes a motor, which sequentially drives a first parallel shaft, a second parallel shaft, a third parallel shaft, a fourth parallel shaft, a differential, a left half shaft and a right half shaft, and a left wheel and a right wheel via a gear pair.

[0008] The third parallel shaft and the fourth parallel shaft are linked by three sets of gear pairs. An additional set of gear pairs linked with the second parallel shaft is also provided on the third parallel shaft. A first shifter and a second shifter are provided between the four sets of gear pairs on the third parallel shaft. After the first shifter and the second shifter slide, they engage with the teeth of different gear pairs or remain unengaged.

[0009] The motor drives the left wheel and the right wheel to operate in different gears via the first gear shifter or the second gear shifter.

[0010] Furthermore, the fourth parallel shaft is provided with a first-gear driven gear, a second-gear driven gear, and a third-gear driven gear;

[0011] The third parallel shaft is equipped with a second-stage driven gear, a first-stage driving gear, a second-stage driving gear, and a third-stage driving gear.

[0012] The first-gear driven gear meshes with the first-gear driven gear, the second-gear driven gear meshes with the second-gear driven gear, the third-gear driven gear meshes with the third-gear driven gear, the first gear shifter is located between the second-gear driven gear and the first-gear driven gear, and the second gear shifter is located between the second-gear driven gear and the third-gear driven gear.

[0013] Furthermore, each of the first gear drive gear, the second gear drive gear, and the third gear drive gear is provided with a separate engagement tooth, which is matched with the first gear shifter and the second gear shifter.

[0014] Furthermore, the fourth parallel shaft is provided with a four-stage driving gear, and the differential housing of the differential is provided with a four-stage driven gear, the four-stage driving gear meshing with the four-stage driven gear.

[0015] Furthermore, a differential gear set is provided inside the differential housing, and the two ends of the differential gear set are respectively connected to the left half shaft and the right half shaft.

[0016] Furthermore, a differential lock is provided outside the differential housing.

[0017] Furthermore, a power take-off (PTO) is provided outside the fourth-stage driven gear, and the PTO engages with or disengages from the fourth-stage driven gear.

[0018] Furthermore, the first gear shifter is replaced with a hollow gear shaft, the first gear shifter passes through the third parallel shaft, the second gear drive gear is sleeved on the first gear shifter through a bearing ring, the first gear shifter is provided with engagement teeth, the first gear shifter is fixedly connected to the first gear drive gear, and the second gear shifter slides and meshes with the engagement teeth on the first gear shifter.

[0019] In summary, this utility model has the following beneficial effects:

[0020] By using a five-axis arrangement, the size of the gear pairs can be reduced, and each gear shaft can be folded and arranged in space, thus improving space utilization.

[0021] By using an offset arrangement, the gearbox and electric drive axle housing are assembled separately and then connected, making maintenance and installation more convenient.

[0022] The shifter is located on the third parallel axis for easy shift control and lubrication of the needle roller groove. Attached Figure Description

[0023] Figure 1 A schematic diagram of a transmission structure according to one embodiment of the present utility model;

[0024] Figure 2 A schematic diagram of power flow at level A in one embodiment of this utility model;

[0025] Figure 3 A schematic diagram of power flow at level B in one embodiment of this utility model;

[0026] Figure 4 A schematic diagram of the C-level power flow for one embodiment of this utility model;

[0027] Figure 5 A schematic diagram of a transmission structure (with additional power take-off) for one embodiment of this utility model.

[0028] Figure 6 A schematic diagram of a transmission structure (single commutator) for one embodiment of this utility model.

[0029] Figure 7 A schematic diagram of the wheel edge (without a reducer) structure according to one embodiment of this utility model;

[0030] Figure 8 A schematic diagram of a wheel-side (with reducer) structure according to one embodiment of this utility model.

[0031] In the diagram: 1. Motor; 2. First parallel shaft; 3. First-stage drive gear; 4. Second parallel shaft; 5. First-stage driven gear; 6. Second-stage drive gear; 7. Third parallel shaft; 8. Second-stage driven gear; 9. First gear shifter; 10. First-stage drive gear; 11. Second-stage drive gear; 12. Second gear shifter; 13. Third-stage drive gear; 14. Fourth parallel shaft; 15. Third-stage driven gear; 16. Fourth-stage drive gear; 17. Second-stage driven gear; 18. First-stage driven gear; 19. Fourth-stage driven gear; 20. Differential housing; 21. Differential gear set; 22. Differential lock; 23. Left half-shaft; 24. Right half-shaft; 25. Left wheel side; 26. Right wheel side; 27. Power take-off (PTO). Detailed Implementation

[0032] Example

[0033] The following is in conjunction with the appendix Figure 1-8 The present invention will be described in further detail below.

[0034] Five-axis three-speed offset transmission system, such as Figure 1As shown, the power source is motor 1. The electric drive bridge mainly includes a first parallel shaft 2, a second parallel shaft 4, a third parallel shaft 7, a fourth parallel shaft 14, a differential, a left half-shaft 23 and a right half-shaft 24, a left wheel rim 25, and a right wheel rim 26. Motor 1 transmits the adjusted power sequentially through the first parallel shaft 2, the second parallel shaft 4, the third parallel shaft 7, and the fourth parallel shaft 14 to the left half-shaft 23 and left wheel rim 25, and the right half-shaft 24 and right wheel rim 26 via the differential. The output rotor shaft of motor 1 is fixedly connected to the first parallel shaft 2 via a spline. A primary drive gear 3 with a tunnel is fixedly mounted on the first parallel shaft 2. A primary driven gear 5 meshes with the primary drive gear 3. The primary driven gear 5 is fixedly mounted on the second parallel shaft 4. A secondary drive gear 6 is also movably mounted on the second parallel shaft 4. A secondary driven gear 8 meshes with the secondary driving gear 6. The secondary driven gear 8 is fixedly mounted on the third parallel shaft 7. A first-gear driving gear 10, a second-gear driving gear 11, and a third-gear driving gear 13 are respectively mounted on the third parallel shaft 7 via bearings. All three driving gears can rotate relative to the third parallel shaft 7. Correspondingly, a first-gear driven gear 18, a second-gear driven gear 17, and a third-gear driven gear 15 are movably mounted on the fourth parallel shaft 14. The first-gear driven gear 18 meshes with the first-gear driving gear 10, the second-gear driven gear 17 meshes with the second-gear driving gear 11, and the third-gear driven gear 15 meshes with the third-gear driving gear 13. A first shifter 9 and a second shifter 12 are also provided on the third parallel shaft 7. The first shifter 9 is located between the secondary driven gear 8 and the first-gear driving gear 10, and the second shifter 12 is located between the second-gear driving gear 11 and the third-gear driving gear 13. Each of the first, second, and third gear drive gears 10, 11, and 13 has a separate engagement tooth for matching the first shifter 9 and the second shifter after their sliding engagement. The first shifter 9 slides left and right to engage with the first gear drive gear 10 or directly engages without gear. The second shifter 12 slides left and right to engage with one of the second or third gear drive gears 11 or directly engages without gear. A fourth-stage drive gear 16 is also provided on the fourth parallel shaft 14. The differential housing 20 on the differential has a fourth-stage driven gear 19, which meshes with the fourth-stage drive gear 16. A differential gear set 21 is installed inside the differential housing 20. The two ends of the differential gear set 21 are connected to the left half-shaft 23 and the right half-shaft 24, respectively. The left half-shaft 23 is connected to the left wheel rim 25, and the right half-shaft 24 is connected to the right wheel rim 26. The differential itself has a differential lock 22 installed outside the differential housing 20. Figure 7 As shown, the left wheel side 25 and the right wheel side 26 are each an assembly without a reducer.

[0035] The entire transmission system, excluding neutral, has three gears: A, B, and C, as detailed below:

[0036] like Figure 2As shown, in gear A, the torque of motor 1 is transmitted to the second parallel shaft 4 via the first parallel shaft 2 through the first-stage driving gear 3 and the first-stage driven gear 5. The torque on the second parallel shaft 4 is transmitted to the third parallel shaft 7 via the second-stage driving gear 6 and the second-stage driven gear 8. The third parallel shaft 7 is fitted with a first-stage driving gear 10, a second-stage driving gear 11, a third-stage driving gear 13, a first shifter 9, and a second shifter 12. Correspondingly, a first-stage driven gear 18, a second-stage driven gear 17, a third-stage driven gear 15, and a fourth-stage driving gear 16 are provided on the fourth parallel shaft 14. When the first shifter 9 slides to the right, the engagement teeth on the first shifter 9 and the first gear drive gear 10 mesh, and the torque of the third parallel shaft 7 is transmitted to the fourth parallel shaft 14, and then to the differential housing 20 through the fourth drive gear 16. The differential housing 20 transmits the torque to the differential gear set 21 through the cross shaft, and then to the left half shaft 23 and the right half shaft 24 according to the actual road conditions of the vehicle. The power of the left half shaft 23 is transmitted to the left wheel side 25, and the power of the right half shaft 24 is transmitted to the right wheel side 26.

[0037] like Figure 3 As shown, in gear B, the torque of motor 1 is transmitted to the second parallel shaft 4 via the first parallel shaft 2 through the first-stage driving gear 3 and the first-stage driven gear 5. The torque on the second parallel shaft 4 is transmitted to the third parallel shaft 7 via the second-stage driving gear 6 and the second-stage driven gear 8. The third parallel shaft 7 is fitted with a first-stage driving gear 10, a second-stage driving gear 11, a third-stage driving gear 13, a first shifter 9, and a second shifter 12. Correspondingly, a first-stage driven gear 18, a second-stage driven gear 17, a third-stage driven gear 15, and a fourth-stage driving gear 16 are provided on the fourth parallel shaft 14. When the second shifter 12 slides to the left, the engagement teeth on the second shifter 12 and the second gear drive gear 11 mesh, and the torque of the third parallel shaft 7 is transmitted to the fourth parallel shaft 14, and then to the differential housing 20 through the fourth drive gear 16. The differential housing 20 transmits the torque to the differential gear set 21 through the cross shaft, and then to the left half shaft 23 and the right half shaft 24 according to the actual road conditions of the vehicle. The power of the left half shaft 23 is transmitted to the left wheel side 25, and the power of the right half shaft 24 is transmitted to the right wheel side 26.

[0038] like Figure 4As shown, in gear A, the torque of motor 1 is transmitted to the second parallel shaft 4 via the first parallel shaft 2 through the first-stage driving gear 3 and the first-stage driven gear 5. The torque on the second parallel shaft 4 is transmitted to the third parallel shaft 7 via the second-stage driving gear 6 and the second-stage driven gear 8. The third parallel shaft 7 is fitted with a first-stage driving gear 10, a second-stage driving gear 11, a third-stage driving gear 13, a first shifter 9, and a second shifter 12. Correspondingly, a first-stage driven gear 18, a second-stage driven gear 17, a third-stage driven gear 15, and a fourth-stage driving gear 16 are provided on the fourth parallel shaft 14. When the second shifter 12 slides to the right, the engagement teeth on the second shifter 12 and the third drive gear 13 mesh, and the torque of the third parallel shaft 7 is transmitted to the fourth parallel shaft 14, and then to the differential housing 20 through the fourth drive gear 16. The differential housing 20 transmits the torque to the differential gear set 21 through the cross shaft, and then to the left half shaft 23 and the right half shaft 24 according to the actual road conditions of the vehicle. The power of the left half shaft 23 is transmitted to the left wheel 25, and the power of the right half shaft 24 is transmitted to the right wheel 26. Example

[0039] The difference from Example 1 is that, as Figure 8 As shown, both the left wheel edge 25 and the right wheel edge 26 are wheel edges with reducers. The reducer part consists of a planetary gear reducer mechanism. The left half shaft 23 is connected to the sun gear of the planetary gear reducer mechanism. There are 4 to 5 reduction planet gears distributed around the circumference of the sun gear. The planet gears are mounted on the planet carrier by their respective bearings. The planet gears mesh with the sun gear and the ring gear at the same time. The entire power is input from the sun gear and output from the planet carrier. Example

[0040] The difference from Example 1 is that, as Figure 5 As shown, a power take-off (PTO) 27 is provided at the fourth-stage passive gear 19. The PTO 27 itself has a connection and disengagement mechanism, which can be adjusted to select whether to connect to or disconnect from the transmission structure as needed, thereby realizing the switching between working mode and non-working mode. Example

[0041] The difference from Example 1 is that, as Figure 6 As shown, the first gear shifter 9 is replaced with a hollow gear shaft, the third parallel shaft 7 passes through the hollow gear shaft, and the second gear drive gear 11 is sleeved on the hollow gear shaft through a bearing ring. Engaging teeth are fixedly installed on the hollow gear shaft.

[0042] Correspondingly, in A gear, the power flow is as follows: the second shifter 12 slides to the left to engage with the gear teeth on the hollow gear shaft, and the power on the third parallel shaft 7 is transmitted from the first gear drive gear 10 and the first gear driven gear 18 to the fourth parallel shaft 14.

[0043] B-gear power flow: The second shifter 12 slides to the left to engage with the gear teeth on the second gear drive gear 11, and the power on the third parallel shaft 7 is transmitted from the second gear drive gear 11 and the second gear driven gear 17 to the fourth parallel shaft 14.

[0044] C-gear power flow: The second shifter 12 slides to the right to engage with the gear teeth on the third-gear drive gear 13, and the power on the third parallel shaft 7 is transmitted from the third-gear drive gear 13 and the third-gear driven gear 15 to the fourth parallel shaft 14.

[0045] It should be noted that this specific embodiment is merely an explanation of the present utility model and is not intended to limit the present utility model. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but as long as they are within the scope of the claims of the present utility model, they are protected by patent law.

Claims

1. Five-axis three-gear bias transmission system, comprising a motor (1), characterized in that: The motor (1) is driven in sequence by a gear pair to the first parallel shaft (2), the second parallel shaft (4), the third parallel shaft (7), the fourth parallel shaft (14), the differential, the left half shaft (23) and the right half shaft (24), the left wheel (25) and the right wheel (26). The third parallel shaft (7) and the fourth parallel shaft (14) are linked by three sets of gear pairs. An additional set of gear pairs linked with the second parallel shaft (4) is added to the third parallel shaft (7). A first shifter (9) and a second shifter (12) are provided between the four sets of gear pairs on the third parallel shaft (7). After the first shifter (9) and the second shifter (12) slide, they engage with the teeth of different gear pairs or remain unengaged. The motor (1) drives the left wheel (25) and the right wheel (26) to operate in different gears via the first gear shifter (9) or the second gear shifter (12).

2. The five-shaft, three-gear, bias drive system of claim 1, wherein: The fourth parallel shaft (14) is provided with a first-gear driven gear (18), a second-gear driven gear (17) and a third-gear driven gear (15). The third parallel shaft (7) is provided with a second-stage driven gear (8), a first-stage driving gear (10), a second-stage driving gear (11) and a third-stage driving gear (13). The first-gear driven gear (18) meshes with the first-gear driven gear (10), the second-gear driven gear (17) meshes with the second-gear driven gear (11), the third-gear driven gear (15) meshes with the third-gear driven gear (13), the first gear shifter (9) is located between the second-gear driven gear (8) and the first-gear driven gear (10), and the second gear shifter (12) is located between the second-gear driven gear (11) and the third-gear driven gear (13).

3. The five-shaft, three-gear, bias drive system of claim 2, wherein: Each of the first gear drive gear (10), the second gear drive gear (11) and the third gear drive gear (13) is provided with a separate engagement tooth, which is matched with the first gear shifter (9) and the second gear shifter (12).

4. The five-shaft, three-gear, bias drive system of claim 1, wherein: The fourth parallel shaft (14) is provided with a four-stage driving gear (16), and the differential housing (20) of the differential is provided with a four-stage driven gear (19). The four-stage driving gear (16) meshes with the four-stage driven gear (19).

5. The five-shaft, three-gear, bias drive system of claim 4, wherein: The differential housing (20) is provided with a differential gear set (21), and the two ends of the differential gear set (21) are respectively connected to the left half shaft (23) and the right half shaft (24).

6. The five-shaft, three-gear, bias drive system of claim 4, wherein: A differential lock (22) is provided outside the differential housing (20).

7. The five-shaft, three-gear, bias drive system of claim 4, wherein: The fourth-stage driven gear (19) is provided with a power take-off (27), which engages with or disengages from the fourth-stage driven gear (19).

8. The five-shaft, three-gear, bias drive system of claim 2, wherein: The first gear shifter (9) is replaced with a hollow gear shaft. The first gear shifter (9) passes through the third parallel shaft (7). The second gear drive gear (11) is sleeved on the first gear shifter (9) through a bearing ring. The first gear shifter (9) is provided with engagement teeth. The first gear shifter (9) is fixedly connected to the first gear drive gear (10). The second gear shifter (12) slides and meshes with the engagement teeth on the first gear shifter (9).

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