Single motor four-gear bias transmission system

Abstract

The utility model discloses single motor four offset transmission system, including motor, be equipped with two sets of gear pair on second parallel shaft, be equipped with two sets of gear pair on fourth parallel shaft, and the reduction stage of four sets of gear pair is different, first joint cover and second joint cover are equipped on third parallel shaft respectively, and the sun gear of planetary gear mechanism is connected to the end of fourth parallel shaft, and the carrier of planetary gear mechanism is connected to differential, and then is connected to left and right wheel edge, the utility model discloses through four axle formula arrangement, and the size of each gear pair is smaller, can fold arrangement on space to each gear axle, reduces the assembly space, improves utilization rate, through offset formula arrangement, separates the assembly of gearbox and axle housing, and the convenient maintenance, will shift that its arrangement is on three axle, is favorable to the control and the lubrication of needle bearing when shifting, still can arrange three axle to the below of motor, and accommodate more accessories, through the joint cover butt joint gear group of different reduction stage, and the speed ratio of each gear position is larger.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle technology, and more specifically, to a single-motor four-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] Due to space constraints, electric drive axles mostly employ single-speed or two-speed structures. Single-speed electric drive axles reduce the complexity of the gearbox, requiring only a single reduction gear. However, they place higher demands on the motor, which must provide sufficient torque and high speed to ensure the vehicle's climbing performance and top speed. This often necessitates a larger battery size, drastically increasing the cost of the motor and electronic control system. Furthermore, the lack of gear adjustment directly results in a limited percentage of the motor's efficient operating range, leading to overall low motor efficiency. Two-speed electric drive axles significantly improve upon the shortcomings of single-speed axles. A large gear ratio in the low-speed gear provides sufficient power, while a small gear ratio in the high-speed gear provides sufficient speed. This significantly reduces the demand for a motor, allowing for smaller motor size and lower costs for both the motor and electronic control system. Smaller gear ratios between each gear facilitate shifting and improve overall efficiency, further reducing the need for a motor, minimizing its size, and lowering the cost of both the motor and electronic control system. Utility Model Content

[0005] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a single motor four-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 single-motor four-speed bias transmission system includes a motor, which sequentially drives a first parallel shaft, a second parallel shaft, a third parallel shaft, a first engagement sleeve and a second engagement sleeve, a hollow fourth parallel shaft, a planetary gear set, 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 second parallel shaft is provided with two sets of gear pairs; the fourth parallel shaft is provided with two sets of gear pairs, and the reduction stages of the four sets of gear pairs are different;

[0009] The first engagement sleeve and the second engagement sleeve are respectively disposed on the third parallel shaft. The first engagement sleeve is connected to any gear pair or unconnected on the second parallel shaft; the second engagement sleeve is connected to any gear pair or unconnected on the fourth parallel shaft.

[0010] The end of the fourth parallel shaft is connected to the sun gear of the planetary gear set mechanism, and the planet carrier of the planetary gear set mechanism is connected to the differential.

[0011] The differential is connected to the left wheel and the right wheel via the left half-shaft and the right half-shaft, respectively.

[0012] Furthermore, one end of the first parallel shaft is connected to the motor, and the other end of the first parallel shaft is provided with a primary drive gear.

[0013] Furthermore, the second parallel shaft is provided with a first-stage driven gear, a first shifting driving gear, and a second shifting driving gear, wherein the first-stage driven gear meshes with the first-stage driving gear;

[0014] The fourth parallel shaft is provided with a third shift driven gear and a fourth shift driven gear.

[0015] Furthermore, the first shift driven gear, the second shift driven gear, the third shift driving gear, and the fourth shift driving gear are loosely fitted on the third parallel shaft;

[0016] The first engagement sleeve is disposed between the first shift driven gear and the second shift driven gear, and the second engagement sleeve is disposed between the third shift driving gear and the fourth shift driving gear.

[0017] Furthermore, the first shift driven gear meshes with the first shift driving gear, and the second shift driven gear meshes with the second shift driving gear;

[0018] The third shift drive gear meshes with the third shift driven gear, and the fourth shift drive gear meshes with the fourth shift driven gear.

[0019] Furthermore, the first shift driven gear is provided with a first engagement tooth, and the second shift driven gear is provided with a second engagement tooth. After the first engagement sleeve slides, it engages with the first engagement tooth or the second engagement tooth.

[0020] Furthermore, the third shift drive gear is provided with a third engagement tooth, and the fourth shift drive gear is provided with a fourth engagement tooth. After the second engagement sleeve slides, it engages with the third engagement tooth or the fourth engagement tooth.

[0021] Furthermore, planetary gears are loosely fitted on the planetary carrier, the sun gear meshes with the planetary gears, and the planetary gears mesh with the gear rings fixed to the planetary gear mechanism housing.

[0022] Furthermore, a differential gear set is installed inside the differential housing, with the left half-shaft and the right half-shaft respectively inserted at both ends of the differential gear set, and the left half-shaft passing through the fourth parallel shaft.

[0023] Furthermore, the planetary gear mechanism is removed, and the fourth parallel shaft is directly connected to the reducer.

[0024] In summary, this utility model has the following beneficial effects:

[0025] With a four-axis arrangement, each pair of gears is smaller in size, and the gear shafts can be folded in space to reduce assembly space and improve utilization.

[0026] By using an offset arrangement, the gearbox and axle housing are assembled separately, which facilitates maintenance;

[0027] Placing the gear shifter on the three axes facilitates control during gear shifting and lubrication of the needle roller bearings. It also allows the three axes to be positioned below the motor, accommodating more components.

[0028] By connecting gear sets with different reduction stages through a coupling sleeve, the speed ratio of each gear can be adjusted within a wide range. Attached Figure Description

[0029] Figure 1 A schematic diagram of a transmission structure according to one embodiment of the present utility model;

[0030] Figure 2 A schematic diagram of power flow at level A in one embodiment of this utility model;

[0031] Figure 3 A schematic diagram of power flow at level B in one embodiment of this utility model;

[0032] Figure 4 A schematic diagram of the C-level power flow for one embodiment of this utility model;

[0033] Figure 5 A schematic diagram of the power flow in the D gear according to one embodiment of this utility model;

[0034] Figure 6A schematic diagram of a transmission structure (without planetary gear mechanism) for one embodiment of this utility model.

[0035] In the diagram: 1. Motor; 2. First parallel shaft; 3. First-stage drive gear; 4. First-stage driven gear; 5. First shift drive gear; 6. First shift driven gear; 7. Second shift drive gear; 8. Second shift driven gear; 9. Third shift drive gear; 10. Third shift driven gear; 11. Fourth shift drive gear; 12. Fourth shift driven gear; 13. Second parallel shaft; 14. Third parallel shaft; 15. First engagement gear; 16. Second engagement gear; 17. Third engagement gear; 18. Fourth engagement gear; 19. First engagement sleeve; 20. Second engagement sleeve; 21. Fourth parallel shaft; 22. Sun gear; 23. Planetary gears; 24. Ring gear; 25. Planetary carrier; 26. Differential gear set; 27. Differential housing; 28. Differential lock; 29. ​​Left half-shaft; 30. Right half-shaft; 31. Left wheel edge; 32. Right wheel edge; 33. Planetary gear set mechanism. Detailed Implementation Example

[0036] The following is in conjunction with the appendix Figure 1-5 The present invention will be described in further detail below.

[0037] Single-motor four-speed offset drive system, such as Figure 1 As shown, the core components include a motor 1 as the drive source, a transmission system, and left wheel rim 31 and right wheel rim 32 at the working end. The transmission system, in order of output direction, consists of a first parallel shaft 2, a second parallel shaft 13, a third parallel shaft 14, a first engaging sleeve 19 and a second engaging sleeve 20, a hollow fourth parallel shaft 21, a planetary gear set 33, a differential, a left half-shaft 29, and a right half-shaft 30.

[0038] Specifically, motor 1 is mounted on the bridge and connected to a first parallel shaft 2. The other end of the first parallel shaft 2 has a primary drive gear 3. A second parallel shaft 13 is mounted on the electric drive bridge and has two gear pairs with different reduction stages: a first shift drive gear 5 and a second shift drive gear 7. A primary driven gear 4 is positioned between these two gears. The primary driven gear 4 meshes with the primary drive gear 3, completing the linkage between the first parallel shaft 2 and the second parallel shaft 13. A fourth parallel shaft 21 is also mounted on the electric drive bridge and has two gear pairs with different reduction stages, which are also different from the reduction stages of the two gear pairs on the second parallel shaft 13. These are a third shift driven gear 10 and a fourth shift driven gear 12. In total, all four gear pairs have different reduction stages, allowing for four different gear modes. The end of the fourth parallel shaft 21 connects to a planetary gear set 33, which in turn connects to a differential. The planetary gear set includes a sun gear 22, planet gears 23, a ring gear 24, and a planet carrier 25. The differential includes a differential gear set 26, a differential housing 27, and a differential lock 28. The end of the fourth parallel shaft 21 is connected to the sun gear 22 of the planetary gear set 33. The planet gears 23 are loosely fitted on the planet carrier 25. The planet carrier 25 is fixedly connected to the differential housing 27. The sun gear 22 meshes with the inner ring of the planet gear 23. The housing of the planetary gear set 33 also has a ring gear 24, which meshes with the outer ring of the planet gear 23. A differential lock 28 is fixedly installed outside the differential housing 27. The differential gear set is located inside the differential housing 27. The two ends of the differential gear set are connected to the left half-shaft 29 and the right half-shaft 30, respectively. The left half-shaft 29 passes through the hollow fourth parallel shaft 21 and connects to the left wheel edge 31. The right half-shaft 30 connects to the right wheel edge 32.

[0039] These four gear modes require two gear shifters on the third parallel shaft 14 for switching and adjustment. Since the gear shifters are all on the third parallel shaft 14, the third parallel shaft 14 can be positioned below the motor 1 on the electric drive bridge as needed, shortening the axial space. The third parallel shaft 14 is equipped with a first engaging sleeve 19 and a second engaging sleeve 20. The first engaging sleeve 19 corresponds to the two gear pairs on the second parallel shaft 13, that is, the first engaging sleeve 19 is located between the first shift drive gear 5 or the second shift drive gear 7 on the second parallel shaft 13. After sliding, the first engaging sleeve 19 can engage with the first shift drive gear 5 or the second shift drive gear 7 on the second parallel shaft 13, or it can be directly engaged without gear. The second engaging sleeve 20 corresponds to the two gear pairs on the fourth parallel shaft 21, that is, the second engaging sleeve 20 is located between the third shift driven gear 10 or the fourth shift driven gear 12 on the fourth parallel shaft 21. After sliding, the second engaging sleeve 20 can engage with the third shift driven gear 10 or the fourth shift driven gear 12 on the fourth parallel shaft 21, or it can be directly engaged without gear. Therefore, it is necessary to loosely fit the first shift driven gear 6, the second shift driven gear 8, the third shift driving gear 9, and the fourth shift driving gear 11 on the third parallel shaft 14. The first shift driven gear 6 meshes with the first shift driving gear 5, the second shift driven gear 8 meshes with the second shift driving gear 7, the third shift driving gear 9 meshes with the third shift driven gear 10, and the fourth shift driving gear 11 meshes with the fourth shift driven gear 12. The first shift driven gear 6 is provided with a first engaging tooth 15, and the second shift driven gear 8 is provided with a second engaging tooth 16. After the first engaging sleeve 19 slides, it engages with the first engaging tooth 15 or the second engaging tooth 16. The third shift driving gear 9 is provided with a third engaging tooth 17, and the fourth shift driving gear 11 is provided with a fourth engaging tooth 18. After the second engaging sleeve 20 slides, it engages with the third engaging tooth 17 or the fourth engaging tooth 18. Both engagement sleeves are located on the third parallel shaft 14, connecting gear pairs of different reduction stages. The first engagement sleeve 19 engages with the second-stage reduction gear pair, and the second engagement sleeve 20 engages with the third-stage reduction gear pair. The speed ratio of the four gears has a wide adjustable range. The switching of the four gears is accomplished by two shifters controlling the two engagement sleeves. Both engagement sleeves must simultaneously engage the corresponding gears to transmit power. If either or both are in a neutral state, the entire system is in neutral.

[0040] The first parallel shaft 2, the second parallel shaft 13, and the third parallel shaft 14 are located on the same side of the fourth parallel shaft 21. These three shafts can be housed in a separate housing, while the fourth parallel shaft 21, the planetary gear set 33, and the differential can be housed in another housing. This facilitates disassembly and maintenance of the electric drive axle in case of a malfunction.

[0041] The power of motor 1 is transmitted to the second parallel shaft 13 through the first parallel shaft 2 via the first stage driving gear 3 and the first stage driven gear 4. The second parallel shaft 13 and the third parallel shaft 14 are connected by the first gear shifter to transmit power. The third parallel shaft 14 and the fourth parallel shaft 21 are connected by the second gear shifter to transmit power. The fourth gear shifter outputs power to the left wheel side 31 and the right wheel side 32 through the planetary gear mechanism 33 and the reducer.

[0042] The entire transmission system, excluding neutral, has four gears: A, B, C, and D, as detailed below:

[0043] like Figure 2 As shown, in gear A, the power flow moves to the left on the first engagement sleeve 19 of the third parallel shaft 14, engaging with the first engagement tooth 15 fixedly mounted on the first shift driven gear 6; the second engagement sleeve 20 moves to the left, engaging with the third engagement tooth 17 fixedly mounted on the third shift driving gear 9. The power of the second parallel shaft 13 is transmitted to the third parallel shaft 14 through the first shift driving gear 5 and the first shift driven gear 6. The third parallel shaft 14 outputs power to the fourth parallel shaft 21 through the third shift driving gear 9 and the third shift driven gear 10. The sun gear 22 at the end of the fourth parallel shaft 21 transmits power to the differential gear set 26 through the gear pair of the planetary gear mechanism 23. The differential gear set 26 transmits power to the left half-shaft 29 and the right half-shaft 30 according to the actual road conditions of the vehicle, and finally outputs power to the left wheel side 31 and the right wheel side 32.

[0044] like Figure 3 As shown, in gear B, the power flow moves to the right on the first engagement sleeve 19 of the third parallel shaft 14, engaging with the second engagement tooth 16 fixedly mounted on the second shift driven gear 8; the second engagement sleeve 20 moves to the left, engaging with the third engagement tooth 17 fixedly mounted on the third shift driving gear 9. The power of the second parallel shaft 13 is transmitted to the third parallel shaft 14 through the second shift driving gear 7 and the second shift driven gear 8. The third parallel shaft 14 outputs power to the fourth parallel shaft 21 through the third shift driving gear 9 and the third shift driven gear 10. The sun gear 22 at the end of the fourth parallel shaft 21 transmits power to the differential gear set 26 through the gear pair of the planetary gear mechanism 23. The differential gear set 26 transmits power to the left half-shaft 29 and the right half-shaft 30 according to the actual road conditions of the vehicle, and finally outputs power to the left wheel side 31 and the right wheel side 32.

[0045] like Figure 4As shown, the C-gear power flow moves to the left on the first engagement sleeve 19 on the third parallel shaft 14, engaging with the first engagement tooth 15 fixedly mounted on the first shift driven gear 6; the second engagement sleeve 20 moves to the right, engaging with the fourth engagement tooth 18 fixedly mounted on the fourth shift driving gear 11. The power of the second parallel shaft 13 is transmitted to the third parallel shaft 14 through the first shift driving gear 5 and the first shift driven gear 6. The third parallel shaft 14 outputs power to the fourth parallel shaft 21 through the fourth shift driving gear 11 and the fourth shift driven gear 12. The sun gear 22 at the end of the fourth parallel shaft 21 transmits power to the differential gear set 26 through the gear pair of the planetary gear mechanism 23. The differential gear set 26 transmits power to the left half-shaft 29 and the right half-shaft 30 according to the actual road conditions of the vehicle, and finally outputs power to the left wheel side 31 and the right wheel side 32.

[0046] like Figure 5 As shown, in D gear, the power flow moves to the right on the first engagement sleeve 19 of the third parallel shaft 14, engaging with the second engagement tooth 16 fixedly mounted on the second shift driven gear 8; the second engagement sleeve 20 moves to the right, engaging with the fourth engagement tooth 18 fixedly mounted on the fourth shift driving gear 11. The power of the second parallel shaft 13 is transmitted to the third parallel shaft 14 through the second shift driving gear 7 and the second shift driven gear 8. The third parallel shaft 14 outputs power to the fourth parallel shaft 21 through the fourth shift driving gear 11 and the fourth shift driven gear 12. The sun gear 22 at the end of the fourth parallel shaft 21 transmits power to the differential gear set 26 through the gear pair of the planetary gear mechanism 23. The differential gear set 26 transmits power to the left half shaft 29 and the right half shaft 30 according to the actual road conditions of the vehicle, and finally outputs power to the left wheel side 31 and the right wheel side 32. Example

[0047] The following is in conjunction with the appendix Figure 6 The present invention will be described in further detail below.

[0048] Because the planetary gear set 33 does not participate in gear shifting under the action of the entire electric drive axle, but only serves as a structure for reducing speed and increasing torque, it can be omitted in cases where torque requirements are not high. Therefore, based on the structure of Embodiment 1, such as Figure 6 As shown, the planetary gear set 33 is removed, and the fourth parallel shaft 21 is directly connected to the differential housing 27, reducing one stage of transmission and improving efficiency.

[0049] 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. A single-motor four-speed 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 (13), the third parallel shaft (14), the first coupling sleeve (19) and the second coupling sleeve (20), the hollow fourth parallel shaft (21), the planetary gear mechanism (33), the differential, the left half shaft (29) and the right half shaft (30), the left wheel edge (31) and the right wheel edge (32). The second parallel shaft (13) is provided with two sets of gear pairs; the fourth parallel shaft (21) is provided with two sets of gear pairs, and the reduction stages of the four sets of gear pairs are different; The first coupling sleeve (19) and the second coupling sleeve (20) are respectively disposed on the third parallel shaft (14). The first coupling sleeve (19) is connected to any gear pair or idle on the second parallel shaft (13); the second coupling sleeve (20) is connected to any gear pair or idle on the fourth parallel shaft (21). The end of the fourth parallel shaft (21) is connected to the sun gear (22) of the planetary gear mechanism (33), and the planet carrier (25) of the planetary gear mechanism (33) is connected to the differential; The differential is connected to the left wheel side (31) and the right wheel side (32) via the left half-shaft (29) and the right half-shaft (30).

2. The single-motor four-speed offset transmission system according to claim 1, characterized in that: One end of the first parallel shaft (2) is connected to the motor (1), and the other end of the first parallel shaft (2) is provided with a first-stage drive gear (3).

3. The single-motor four-speed offset transmission system according to claim 2, characterized in that: The second parallel shaft is provided with a first-stage driven gear (4), a first shifting drive gear (5), and a second shifting drive gear (7), wherein the first-stage driven gear (4) meshes with the first-stage drive gear (3); The fourth parallel shaft (21) is provided with a third shift driven gear (10) and a fourth shift driven gear (12).

4. The single-motor four-speed offset transmission system according to claim 3, characterized in that: The third parallel shaft (14) is fitted with a first shifting passive gear (6), a second shifting passive gear (8), a third shifting active gear (9), and a fourth shifting active gear (11). The first engagement sleeve (19) is disposed between the first shift driven gear (6) and the second shift driven gear (8), and the second engagement sleeve (20) is disposed between the third shift driving gear (9) and the fourth shift driving gear (11).

5. The single-motor four-speed offset transmission system according to claim 4, characterized in that: The first shift driven gear (6) meshes with the first shift driving gear (5), and the second shift driven gear (8) meshes with the second shift driving gear (7); The third shift drive gear (9) meshes with the third shift driven gear (10), and the fourth shift drive gear (11) meshes with the fourth shift driven gear (12).

6. The single-motor four-speed offset transmission system according to claim 3, characterized in that: The first shift driven gear (6) is provided with a first engagement tooth (15), and the second shift driven gear (8) is provided with a second engagement tooth (16). The first engagement sleeve (19) slides and engages with the first engagement tooth (15) or the second engagement tooth (16).

7. The single-motor four-speed offset transmission system according to claim 3, characterized in that: The third shift drive gear (9) is provided with a third engagement tooth (17), and the fourth shift drive gear (11) is provided with a fourth engagement tooth (18). The second engagement sleeve (20) slides and engages with the third engagement tooth (17) or the fourth engagement tooth (18).

8. The single-motor four-speed offset transmission system according to claim 1, characterized in that: The planetary carrier (25) is fitted with a planetary gear (23), the sun gear (22) meshes with the planetary gear (23), and the planetary gear (23) meshes with the gear ring (24) fixed in the housing of the planetary gear mechanism (33).

9. The single-motor four-speed offset transmission system according to claim 1, characterized in that: The differential housing (27) contains a differential gear set (26), with the left half-shaft (29) and the right half-shaft (30) respectively inserted at both ends of the differential gear set (26), and the left half-shaft (29) passing through the fourth parallel shaft (21).

10. The single-motor four-speed offset transmission system according to claim 1, characterized in that: Remove the planetary gear mechanism (33), and the fourth parallel shaft (21) is directly connected to the reducer.

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