A four-motor drive assembly

Abstract

The utility model relates to a kind of vehicle transmission system assembly, specifically to a four-motor drive assembly, to solve the problem that existing transmission system is unstable in power output when facing harsh working conditions, prone to gear shifting failure, and the phenomenon of jamming, thereby. The utility model includes first motor, second motor, third motor and fourth motor and transmission structure in 2x2 matrix arrangement, four motors are divided into two groups, respectively form two power transmission routes, one sliding sleeve is respectively arranged on two power transmission routes: C1 sliding sleeve and C2 sliding sleeve;By the position switching of each sliding sleeve, the speed ratio of the power transmission route where the sliding sleeve is located can be switched. Drive system can realize three driving modes, thereby realizing power uninterrupted during gear shifting. And it can realize large torque output, meet the working condition of pure electric mine truck in harsh environment.

Description

Technical Field

[0001] This utility model relates to a vehicle transmission system assembly, specifically a four-motor drive assembly. Background Technology

[0002] Currently, the power systems used in pure electric mining trucks mostly employ single-motor single-gearbox, dual-motor dual-gearbox, or multi-motor dual-gearbox configurations. Single-motor single-gearbox structures, due to their reliance on sliding sleeve gear engagement mechanisms, are prone to issues such as gear misalignment and engagement failures in harsh working conditions like mines.

[0003] Chinese patent CN112572131A discloses a multi-motor hybrid drive system and vehicle. The multi-motor hybrid drive system includes: a power source for outputting driving force, comprising an engine and multiple motors; and a gear transmission mechanism, including an input shaft and an input gear disposed on the input shaft. The engine is connected to the input shaft, and each motor transmits driving force to the input shaft through the input gear. This patented multi-motor hybrid drive system can improve the vehicle's power performance and the reliability of the drive system. However, in practical applications, when a vehicle uses an engine and multiple motors to provide power, power transmission interruption can easily occur during gear shifting.

[0004] Chinese patent CN117124884A discloses a method, device, and equipment for controlling the powertrain operating modes of a transmission system. The control method includes: acquiring vehicle driving data and determining torque demand and shift points based on the data; identifying two of the four motors as working motors and the other two as auxiliary motors; controlling the working motors to start torque output operating mode and controlling the auxiliary motors to start idling operating mode to control the transmission system to shift gears at shift points; acquiring the auxiliary motor's auxiliary speed; controlling the auxiliary motor to switch from idling operating mode to zero torque output operating mode; acquiring the working motor's operating point; and then controlling the auxiliary motor to switch from zero torque output operating mode to torque output operating mode to control the transmission system to shift gears at shift points. This method can reduce unnecessary resistance and losses in the transmission system, improving system efficiency and economy, but it cannot meet the requirement of continuous power output under harsh operating conditions.

[0005] Chinese patent CN219035473U discloses a drive system with no power interruption during gear shifting. It involves arranging a first motor and a second motor in parallel, connecting them to the first and second input shafts of a gearbox, respectively. Each input shaft is equipped with two gears. The gearbox includes three shift sleeve structures: sleeve C1, sleeve C2, and sleeve C3. Through combinations of these three sleeves, eight operating modes of the gearbox can be achieved. During sequential switching between modes 1 to 7, the torque of at least one motor is output to the flange via the gearbox, ensuring uninterrupted power during gear shifting. This combination and control of dual motors and gearbox sleeve shifting achieves uninterrupted power shifting and minimal power loss. It allows for flexible allocation of two motors for drive and energy recovery, ensuring the motors always operate in their most efficient range and reducing energy consumption. However, this system may switch two sleeves simultaneously during gear shifting, increasing operational complexity and potentially leading to unstable power output.

[0006] In summary, existing transmission systems are prone to shifting failures and jamming when facing harsh working conditions, resulting in unstable power output. Utility Model Content

[0007] The purpose of this invention is to solve the problem that existing transmission systems are prone to shifting failures and jamming when facing harsh working conditions, resulting in unstable power output, and to provide a four-motor drive assembly.

[0008] To achieve the above objectives, the technical solution provided by this utility model is as follows:

[0009] A four-motor drive assembly, which is special in that:

[0010] The system includes a first motor, a second motor, a third motor, and a fourth motor, as well as intermediate shafts for the first, second, third, and fourth motors arranged in parallel with each other, and an assembly output shaft for outputting power. A first output gear, a second output gear, a third output gear, and a fourth output gear are respectively fixedly connected to the output shafts of the first, second, third, and fourth motors. A first gear and a second gear are respectively installed at both ends of the first motor intermediate shaft; a third gear and a fourth gear are respectively installed at both ends of the second motor intermediate shaft; a fifth gear and a sixth gear are respectively installed at both ends of the third motor intermediate shaft; a seventh gear and an eighth gear are respectively installed at both ends of the fourth motor intermediate shaft; a first double shaft and a second double shaft are sequentially loosely fitted onto the assembly output shaft; the first double shaft is sequentially equipped with a first double shaft input gear that meshes with the fourth output gear and the third output gear, and a first double shaft output gear that meshes with the seventh gear and the fifth gear, respectively; the second double shaft is sequentially equipped with a second double shaft input gear that meshes with the second output gear and the first output gear, and a second double shaft output gear that meshes with the seventh gear and the fifth gear, respectively. The second double-coupling output gear meshes with the first gear; on the assembly output shaft, near the first and second double-coupling input gears, are loosely fitted low-gear input gears C1 and C2 respectively; a high-gear engagement gear C1 is fixedly connected to the outer side of the first double-coupling input gear, and a corresponding low-gear engagement gear C1 is fixedly connected to the low-gear input gear C1; a high-gear engagement gear C2 is fixedly connected to the outer side of the second double-coupling input gear, and a corresponding low-gear engagement gear C2 is fixedly connected to the low-gear input gear C2. The assembly includes a C1 sliding sleeve spline shaft fixedly disposed on the output shaft between the high-gear and low-gear C1 sliding sleeves, and a C2 sliding sleeve spline shaft fixedly disposed between the high-gear and low-gear C2 sliding sleeves. A C1 sliding sleeve is splinedly connected to the C1 sliding sleeve spline shaft for engaging with either the high-gear or low-gear C1 sliding sleeve. A C2 sliding sleeve is splinedly connected to the C2 sliding sleeve spline shaft for engaging with either the high-gear or low-gear C2 sliding sleeve.

[0011] Furthermore, the first motor, the second motor, the third motor, and the fourth motor are arranged in a 2×2 matrix, with the first motor and the second motor positioned on one diagonal and the third motor and the fourth motor positioned on the other diagonal.

[0012] Furthermore, the first motor, the second motor, the third motor, and the fourth motor are all low-torque high-speed motors.

[0013] Furthermore, the engagement state of the C1 sliding sleeve and the C2 sliding sleeve is as follows:

[0014] Operating mode 0: Both C1 and C2 sliding sleeves are in neutral position;

[0015] Working mode 1: C1 sliding sleeve engages with C1 sliding sleeve low gear engagement gear, and C2 sliding sleeve engages with C2 sliding sleeve low gear engagement gear;

[0016] Working mode 2: C1 sliding sleeve engages with C1 sliding sleeve low gear engagement gear, and C2 sliding sleeve engages with C2 sliding sleeve high gear engagement gear;

[0017] Working mode 3: C1 sliding sleeve engages with C1 sliding sleeve high gear, and C2 sliding sleeve engages with C2 sliding sleeve high gear.

[0018] Furthermore, an output flange is provided at the other end of the assembly's output shaft.

[0019] Compared with the prior art, the beneficial effects of this utility model are:

[0020] 1. The four-motor drive assembly provided by this utility model has four working modes, which can be adapted to different working conditions. When the working modes are switched in sequence, only the position of one sliding sleeve needs to be switched, which can ensure that the power output of the entire transmission system is uninterrupted. Moreover, the reverse gear can be achieved by reversing the motor, which has good flexibility and adaptability.

[0021] 2. The four-motor drive assembly provided by this utility model has the first motor, the second motor, the third motor and the fourth motor arranged in a 2×2 matrix. The first motor and the second motor are symmetrically arranged on the diagonal, and the third motor and the fourth motor are symmetrically arranged on the other diagonal, which can realize the transmission path is arranged in the axial direction. Since the first motor and the second motor are symmetrically arranged, and the third motor and the fourth motor are symmetrically arranged, the radial force on the output shaft of each motor can be canceled to the greatest extent.

[0022] 3. The four-motor drive assembly provided by this utility model uses high-speed, low-torque motors for the first, second, third, and fourth motors. High-speed motors of the same power level can effectively reduce the weight of the system assembly. Power and torque can be coupled and superimposed, and multiple motors can expand the power, resulting in a larger range of total output torque. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of an embodiment of the four-motor drive assembly of this utility model;

[0024] Figure 2 This is a diagram showing the arrangement of the first motor, second motor, third motor, and fourth motor in an embodiment of the four-motor drive assembly of this utility model.

[0025] Figure 3 This is a schematic diagram of the structure of the four-motor drive assembly embodiment of this utility model in working mode 0;

[0026] Figure 4This is a schematic diagram of the structure of the four-motor drive assembly embodiment of this utility model in working mode 1;

[0027] Figure 5 This is a schematic diagram of the structure of the four-motor drive assembly embodiment of this utility model in working mode 2;

[0028] Figure 6 This is a schematic diagram of the structure of the four-motor drive assembly embodiment of this utility model in working mode 3;

[0029] Explanation of reference numerals in the attached figures:

[0030] 10 - First motor, 90 - Second motor, 40 - Third motor, 70 - Fourth motor; 410 - First motor output shaft, 110 - Second motor output shaft, 30 - Third motor output shaft, 80 - Fourth motor output shaft; 340 - First motor intermediate shaft, 190 - Second motor intermediate shaft, 90 - Third motor intermediate shaft, 140 - Fourth motor intermediate shaft; 320 - First output gear, 200 - Second output gear, 20 - Third output gear, 130 - Fourth output gear; 100 - First double shaft, 50 - First double shaft input gear, 60 - First double shaft output gear, 165 - Second double shaft, 170 - Second double shaft input gear, 160 - Second double-coupling output gear; 310-first gear, 330-second gear, 180-third gear, 210-fourth gear, 340-fifth gear, 300-sixth gear, 120-seventh gear, 150-eighth gear; 370-C1 sliding sleeve, 360-C1 sliding sleeve splined shaft, 290-C1 sliding sleeve low-gear input gear, 350-C1 sliding sleeve low-gear engaging gear, 380-C1 sliding sleeve high-gear engaging gear, 240-C2 sliding sleeve, 250-C2 sliding sleeve splined shaft, 220-C2 sliding sleeve low-gear input gear, 260-C2 sliding sleeve low-gear engaging gear, 230-C2 sliding sleeve high-gear engaging gear; 270-assembly output shaft, 280-output flange. Detailed Implementation

[0031] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0032] A four-motor drive assembly, see Figure 1 and Figure 2 It includes a first motor 10, a second motor 90, a third motor 40 and a fourth motor 70 arranged in a 2×2 matrix, wherein the first motor 10 and the second motor 90 are arranged on one diagonal, and the third motor 40 and the fourth motor 70 are arranged on the other diagonal;

[0033] It also includes a first motor intermediate shaft 340, a second motor intermediate shaft 190, a third motor intermediate shaft 390, a fourth motor intermediate shaft 140 arranged in parallel with each other, and an assembly output shaft 270 for outputting power; the first motor 10, the second motor 90, the third motor 40, and the fourth motor 70 are respectively fixedly connected to the first output gear 320, the second output gear 200, the third output gear 20, and the fourth output gear 130 through the first motor output shaft 410, the second motor output shaft 110, the third motor output shaft 30, and the fourth motor output shaft 80; the first motor intermediate shaft 340 is provided with a first gear 310 and a second gear 330 at both ends; the second motor intermediate shaft 190 is provided with a first gear 310 and a second gear 330 at both ends. The assembly includes a third gear 180 and a fourth gear 210; a fifth gear 400 and a sixth gear 300 are respectively installed at both ends of the third motor intermediate shaft 390; a seventh gear 120 and an eighth gear 150 are respectively installed at both ends of the fourth motor intermediate shaft 140; a first double shaft 100 and a second double shaft 165 are sequentially loosely fitted onto the assembly output shaft 270; a first double shaft input gear 50, which meshes with the fourth output gear 130 and the third output gear 20, and a first double shaft output gear 60, which meshes with the seventh gear 120 and the fifth gear 400, are sequentially installed on the first double shaft 100; a second double shaft 165 is sequentially installed with the second output gear 200 and the first output gear 320, which meshes with the fourth output gear 130 and the third output gear 200, respectively. The assembly consists of a second double-coupling input gear 170 (0 meshing) and a second double-coupling output gear 160 (meshing with the third gear 180 and the first gear 310, respectively); on the assembly output shaft 270, near the first double-coupling input gear 50 and the second double-coupling input gear 170, are loosely fitted with C1 sliding sleeve low-gear input gear 290 and C2 sliding sleeve low-gear input gear 220, respectively; a C1 sliding sleeve high-gear engagement gear 380 is fixedly connected to the outer side of the first double-coupling input gear 50, and a corresponding C1 sliding sleeve low-gear engagement gear 350 is fixedly connected to the C1 sliding sleeve low-gear input gear 290; a C2 sliding sleeve high-gear engagement gear 230 is fixedly connected to the outer side of the second double-coupling input gear 170, and a corresponding C2 sliding sleeve low-gear input gear 220 is fixedly connected to the C2 sliding sleeve low-gear input gear 220. A C2 sliding sleeve low-gear engagement gear 260 should be fixedly connected; a C1 sliding sleeve spline shaft 360 is fixedly installed on the assembly output shaft 270 between the C1 sliding sleeve high-gear engagement gear 380 and the C1 sliding sleeve low-gear engagement gear 350, and a C2 sliding sleeve spline shaft 250 is fixedly installed between the C2 sliding sleeve high-gear engagement gear 230 and the C2 sliding sleeve low-gear engagement gear 260; a C1 sliding sleeve 370 for engaging with the C1 sliding sleeve high-gear engagement gear 380 or the C1 sliding sleeve low-gear engagement gear 350 is splined on the C1 sliding sleeve spline shaft 360; a C2 sliding sleeve 240 for engaging with the C2 sliding sleeve high-gear engagement gear 230 or the C2 sliding sleeve low-gear engagement gear 260 is splined on the C2 sliding sleeve spline shaft 250.

[0034] Among them, the first motor 10, the second motor 90, the third motor 40 and the fourth motor 70 are all low-torque high-speed motors. High-speed motors of the same power level can effectively reduce the weight of the system assembly. Power and torque can be coupled and superimposed. Multiple motors expand the power, resulting in a large range of total output torque.

[0035] The four-motor drive assembly in this embodiment has four different operating modes depending on the positions of the C1 sliding sleeve 370 and the C2 sliding sleeve 240. Referring to Table 1, the engagement states of the C1 sliding sleeve 370 and the C2 sliding sleeve 240 are as follows:

[0036] Operating mode 0: Both C1 sliding sleeve 370 and C2 sliding sleeve 240 are in neutral position;

[0037] Working mode 1: Both C1 sliding sleeve 370 and C2 sliding sleeve 240 are located on the right side, where C1 sliding sleeve 370 is engaged with C1 sliding sleeve low gear engagement gear 350, and C2 sliding sleeve 240 is engaged with C2 sliding sleeve low gear engagement gear 260;

[0038] Working mode 2: C1 sliding sleeve 370 is located on the right and C2 sliding sleeve 240 is located on the left. C1 sliding sleeve 370 is engaged with C1 sliding sleeve low gear engagement gear 350, and C2 sliding sleeve 240 is engaged with C2 sliding sleeve high gear engagement gear 230.

[0039] Working mode 3: Both C1 sliding sleeve 370 and C2 sliding sleeve 240 are located on the left side, with C1 sliding sleeve 370 engaging with C1 sliding sleeve high gear 380, and C2 sliding sleeve 240 engaging with C2 sliding sleeve high gear 230.

[0040] Table 1. Working Modes Corresponding to the States of Slip Sleeves C1 and C2

[0041]

[0042] The working modes 0, 1, 2, and 3 correspond to the following in sequence. Figure 3 , Figure 4 , Figure 5 , Figure 6 The "→" sign indicates the direction of power transmission, specifically:

[0043] Operating mode 0: The first motor 10, the second motor 90, the third motor 40, and the fourth motor 70 do not output any power.

[0044] Working Mode 1: The transmission route is divided into two lines. First, the second motor 90 transmits power to the second output gear 200 via the second motor output shaft 110; the first motor 10 transmits power to the first output gear 320 via the first motor output shaft 410; the second output gear 200 and the first output gear 320 together transmit power to the second double-shaft input gear 170, and then sequentially through the second double-shaft 165 and the second double-shaft output gear 160 to the third gear 180 and the first gear 310. The third gear 180 transmits power to the fourth gear 210 via the intermediate shaft 190 of the second motor. The first gear 310 transmits power to the third gear 330 via the intermediate shaft 340 of the first motor. The fourth gear 210 and the second gear 330 together transmit power to the low-gear input gear 220 of the C2 sliding sleeve. The low-gear input gear 220 of the C2 sliding sleeve then transmits power to the assembly output shaft 270 via the low-gear engagement gear 260 of the C2 sliding sleeve, the C2 sliding sleeve 240, and the C2 sliding sleeve spline shaft 250. Secondly: The fourth motor 70 transmits power to the assembly output shaft 270 via the fourth motor output... The output shaft 80 transmits power to the fourth output gear 130. The third motor 40 transmits power to the second output gear 20 via the third motor output shaft 30. The fourth output gear 130 and the second output gear 20 together transmit power to the first double-shaft input gear 50. The first double-shaft input gear 50 transmits power to the seventh gear 120 and the fifth gear 400 via the first double-shaft 100 and the first double-shaft output gear 60, respectively. The seventh gear 120 transmits power to the eighth gear via the fourth motor intermediate shaft 140. The fifth gear 400 transmits power to the sixth gear 300 via the intermediate shaft 390 of the third motor. The eighth gear 150 and the sixth gear 300 together transmit power to the low-gear input gear 290 of the C1 sliding sleeve. The low-gear input gear 290 of the C1 sliding sleeve then transmits power to the assembly output shaft 270 via the low-gear engagement gear 350 of the C1 sliding sleeve, the C1 sliding sleeve 370 and the spline shaft 360 of the C1 sliding sleeve. After the two routes converge on the assembly output shaft 270, they jointly output power through the output flange 280.

[0045] Working Mode 2: The transmission route is divided into two lines. The first line: the second motor 90 transmits power to the second output gear 200 through the second motor output shaft 110; the first motor 10 transmits power to the first output gear 320 through the first motor output shaft 410; the second output gear 200 and the first output gear 320 together transmit power to the second double-shaft input gear 170; then the second double-shaft input gear 170 transmits power to the assembly output shaft 270 through the C2 sliding sleeve high-gear engagement gear 230, the C2 sliding sleeve 240 and the C2 sliding sleeve spline shaft 250. The second transmission route is the same as the second transmission route in Working Mode 1. After the two routes converge on the assembly output shaft 270, they jointly output power through the output flange 280.

[0046] Working Mode 3: The transmission route is divided into two routes. The first transmission route is the same as the first transmission route in Working Mode 2. The second route: The fourth motor 70 transmits power to the fourth output gear 130 through the fourth motor output shaft 80, and the third motor 40 transmits power to the second output gear 20 through the third motor output shaft 30. The fourth output gear 130 and the second output gear 20 together transmit power to the first double shaft input gear 50. Then, the first double shaft input gear 50 transmits power to the assembly output shaft 270 through the C1 sliding sleeve high gear engagement gear 380, the C1 sliding sleeve 370 and the C1 sliding sleeve spline shaft 360. After the two routes converge on the assembly output shaft 270, they jointly output power through the output flange 280.

Claims

1. A four-motor drive assembly, characterized in that: It includes a first motor (10), a second motor (90), a third motor (40), and a fourth motor (70), as well as intermediate shafts (340, 190, 390, 140, and 270) of the first motor, the second motor, the third motor, and the fourth motor, which are arranged in parallel to each other, and an assembly output shaft (270) for outputting power; a first output gear (320), a second output gear (200), a third output gear (20), and a fourth output gear (130) are respectively fixedly connected to the output shafts of the first motor (10), the second motor (90), the third motor (40), and the fourth motor (70); a first gear (310) is provided at both ends of the intermediate shaft (340). 0) and the second gear (330); the two ends of the second motor intermediate shaft (190) are respectively provided with the third gear (180) and the fourth gear (210); the two ends of the third motor intermediate shaft (390) are respectively provided with the fifth gear (400) and the sixth gear (300); the two ends of the fourth motor intermediate shaft (140) are respectively provided with the seventh gear (120) and the eighth gear (150); the first double shaft (100) and the second double shaft (165) are sequentially loosely fitted on the assembly output shaft (270); the first double shaft (100) is sequentially provided with the first double shaft input gear (50) that meshes with the fourth output gear (130) and the third output gear (20), and the input gear (50) that meshes with the seventh gear (120) and the input gear (50) that meshes with the fourth output gear (130) and the third output gear (20), respectively. The first double-coupling output gear (60) meshes with the fifth gear (400); the second double-coupling (165) is sequentially provided with a second double-coupling input gear (170) meshing with the second output gear (200) and the first output gear (320), and a second double-coupling output gear (160) meshing with the third gear (180) and the first gear (310); the assembly output shaft (270) is provided with a C1 sliding sleeve low gear input gear (290) and a C2 sliding sleeve low gear input gear (220) respectively, which are loosely fitted near the first double-coupling input gear (50) and the second double-coupling input gear (170); the outer side of the first double-coupling input gear (50) is fixedly connected to the C1 sliding sleeve high gear engagement gear. The gear (380) has a corresponding low-gear engagement gear (350) fixedly connected to the C1 sliding sleeve low-gear input gear (290); the outer side of the second double-coupling input gear (170) has a C2 sliding sleeve high-gear engagement gear (230) fixedly connected to it, and the C2 sliding sleeve low-gear input gear (220) has a corresponding low-gear engagement gear (260) fixedly connected to it; the assembly output shaft (270) has a C1 sliding sleeve spline shaft (360) fixedly arranged between the C1 sliding sleeve high-gear engagement gear (380) and the C1 sliding sleeve low-gear engagement gear (350), and a C2 sliding sleeve spline shaft (250) fixedly arranged between the C2 sliding sleeve high-gear engagement gear (230) and the C2 sliding sleeve low-gear engagement gear (260);The C1 sleeve spline shaft (360) is splinedly connected to a C1 sleeve (370) for engaging with either the high-gear engagement gear (380) or the low-gear engagement gear (350) of the C1 sleeve; the C2 sleeve spline shaft (250) is splinedly connected to a C2 sleeve (240) for engaging with either the high-gear engagement gear (230) or the low-gear engagement gear (260) of the C2 sleeve.

2. The four-motor drive assembly according to claim 1, characterized in that: The first motor (10), the second motor (90), the third motor (40) and the fourth motor (70) are arranged in a 2×2 matrix, wherein the first motor (10) and the second motor (90) are set on one diagonal, and the third motor (40) and the fourth motor (70) are set on the other diagonal.

3. The four-motor drive assembly according to claim 2, characterized in that: The first motor (10), the second motor (90), the third motor (40) and the fourth motor (70) are all low-torque high-speed motors.

4. The four-motor drive assembly according to claim 3, characterized in that: The engagement state of the C1 sliding sleeve (370) and the C2 sliding sleeve (240) is as follows: Operating mode 0: Both C1 sliding sleeve (370) and C2 sliding sleeve (240) are in neutral position; Working mode 1: C1 sliding sleeve (370) engages with C1 sliding sleeve low gear engagement gear (350), and C2 sliding sleeve (240) engages with C2 sliding sleeve low gear engagement gear (260); Working mode 2: C1 sleeve (370) engages with C1 sleeve low gear engagement gear (350), and C2 sleeve (240) engages with C2 sleeve high gear engagement gear (230); Working mode 3: C1 sleeve (370) engages with C1 sleeve high gear (380), and C2 sleeve (240) engages with C2 sleeve high gear (230).

5. The four-motor drive assembly according to claim 4, characterized in that: An output flange (280) is provided at the other end of the assembly output shaft (270).

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