Three motor eight-gear transmission

Abstract

Three motor eight gear gearbox, including motor, transmission mechanism and output shaft which are connected in sequence, characterized in that: the number of motor is three, the transmission mechanism includes transmission assembly one which couples three motor power and has two gear shifting function, transmission assembly two which has four gear shifting function, transmission assembly one and transmission assembly two are parallel shaft structure which is driven by multiple intermediate shafts, transmission assembly one and transmission assembly two are aligned and connected along the axial direction, transmission assembly two is symmetrically distributed on the outer periphery of the output shaft and is engaged with the output shaft. The utility model forms four high speed gears and four low speed gears of gearbox, realizes gear position expansion of gearbox, promotes power flexibility of vehicle, improves transmission efficiency, improves gear switching efficiency, reduces gear shifting impact, makes gear shifting response efficiency higher when vehicle gets out of trouble, promotes working condition adaptability of vehicle, shortens the axial dimension of gearbox, improves the arrangement convenience of gearbox in the whole vehicle.

Description

Technical Field

[0001] This utility model relates to a three-motor eight-speed gearbox, belonging to the field of pure electric gearbox technology. Background Technology

[0002] To improve the dynamic flexibility of pure electric trucks, pure electric transmission systems have developed a multi-gear drive technology that coordinates motor operation. Multi-gear technology has become a key direction for improving the overall performance of electric drive systems. Existing electric drive transmissions mostly use planetary gear sets and parallel shaft structures. Compared to planetary gear sets, parallel shaft structures have simpler mechanical structures, are easier to assemble, and are widely used. Parallel shaft structures mainly achieve gear shifting through the movement of shift sleeves combined with gears of different outer diameters. Common parallel shaft transmission systems include single low-speed motor + 4 / 6-speed AMT systems, single high-speed motor + main reducer + 4 / 6-speed AMT systems, and dual motor + 4 / 6-speed AMT systems. The main problems are: First, the parallel shaft structure has poor load distribution characteristics, resulting in a power vacuum period during gear shifting, which affects driving smoothness, hill climbing response, and handling experience; Second, the multi-gear setup in the parallel shaft structure has structural redundancy, and the expansion of gears increases the axial space of the transmission, which is not conducive to the overall vehicle layout; Third, although there are more gears, single-motor or dual-motor drives still experience insufficient wheel-end torque density under harsh working conditions, affecting the vehicle's adaptability to working conditions. Utility Model Content

[0003] The three-motor eight-speed gearbox provided by this utility model forms four high-speed gears and four low-speed gears, thereby expanding the gearbox's range, improving the vehicle's power flexibility, increasing transmission efficiency, improving gear shifting efficiency, reducing shift shock, making the shift response efficiency higher when the vehicle is getting out of trouble, improving the vehicle's adaptability to working conditions, shortening the gearbox's axial dimension, and improving the ease of gearbox placement in the vehicle.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0005] The three-motor eight-speed gearbox includes a motor, a transmission mechanism, and an output shaft connected in sequence. The characteristic is that there are three motors, and the transmission mechanism includes a transmission component one that couples the power of the three motors and has a two-speed function, and a transmission component two that has a four-speed function. Transmission component one and transmission component two are parallel shaft structures that are driven by multiple intermediate shafts. Transmission component one and transmission component two are aligned and connected along the axial direction. Transmission component two is symmetrically distributed on the outer periphery of the output shaft and meshes with the output shaft.

[0006] Preferably, the transmission assembly includes a constant meshing shaft that meshes with the rotating shafts of the three motors respectively, an intermediate shaft parallel to the outer periphery of the constant meshing shaft, a high-speed gear rotatably mounted on the constant meshing shaft, a low-speed gear rotatably mounted on the constant meshing shaft, a gear sleeve slidably mounted on the constant meshing shaft and located between the high-speed gear and the low-speed gear, a high-speed driven gear coaxially fixed on the intermediate shaft and meshing with the high-speed gear, and a low-speed driven gear coaxially fixed on the intermediate shaft and meshing with the low-speed gear. The gear sleeve slides forward to engage with the high-speed gear and slides backward to engage with the low-speed gear.

[0007] Preferably, the output shaft is coaxially aligned with the rear side of the constant meshing shaft, and the intermediate shaft is splinedly connected to the input end of the transmission assembly.

[0008] Preferably, the transmission assembly two includes an intermediate shaft two connected to an intermediate shaft one via a spline, a first gear drive gear rotatably mounted on the intermediate shaft two, a second gear drive gear rotatably mounted on the intermediate shaft two, a third gear drive gear rotatably mounted on the intermediate shaft two, a fourth gear drive gear rotatably mounted on the intermediate shaft two, a second gear sleeve slidably mounted on the intermediate shaft two along the axial direction, and a third gear sleeve slidably mounted on the intermediate shaft two. The first, second, third, and fourth gear drive gears are arranged sequentially from back to front on the intermediate shaft two and mesh with the output shaft respectively. The second gear sleeve is located between the first and second gear drive gears, and the third gear sleeve is located between the third and fourth gear drive gears. The second gear sleeve slides backward to engage with the first gear drive gear and slides forward to engage with the second gear drive gear. The third gear sleeve slides backward to engage with the third gear drive gear and slides forward to engage with the fourth gear drive gear.

[0009] Preferably, it also includes a hydraulic damper installed in the gearbox, and a retarding gear coaxially fixed to the rear end of the output shaft and meshing with the hydraulic damper.

[0010] The beneficial effects of this utility model are:

[0011] This utility model discloses a three-motor eight-speed gearbox. The three motors synchronously drive the gearbox, effectively increasing the torque density at the wheel ends. Gearbox assembly one has a two-speed function, and gearbox assembly two has a four-speed function. Gearbox assembly one transmits power to gearbox assembly two via two-speed transmission, creating either a high-speed or low-speed gear. Gearbox assembly two, with its four-speed transmission, creates four gears for both the high-speed and low-speed gears and transmits the power to the output shaft, thus forming four high-speed gears and four low-speed gears. This expands the gearbox's range, improves vehicle power flexibility, and increases transmission efficiency. Gearbox assembly one and gearbox assembly two... The second type is a parallel shaft structure driven by multiple intermediate shafts. By using multiple intermediate shafts to split the load and form a splitting shifting structure, it is possible to achieve no power interruption when shifting between high-speed and low-speed gears, improve gear shifting efficiency, reduce shifting shock, and make the shifting response efficiency higher when the vehicle is getting out of trouble, thereby improving the vehicle's adaptability to working conditions. The first and second transmission components are aligned along the shaft, reducing the radial dimension of the transmission. The second transmission component is symmetrically distributed on the outer periphery of the output shaft. The space on the outer periphery of the output shaft is used to arrange the second transmission component, shortening the axial dimension of the transmission and improving the convenience of the transmission's layout in the vehicle. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the transmission of the three-motor eight-speed gearbox in a specific implementation.

[0013] Figure 2 This is a schematic diagram showing the constant meshing shaft meshing with the rotating shafts of the three motors respectively.

[0014] Figure 3 A schematic diagram of a three-motor eight-speed gearbox for high-speed first gear power.

[0015] Figure 4 A schematic diagram of the transmission of a three-motor eight-speed gearbox for high-speed second-gear power.

[0016] Figure 5 A schematic diagram of a three-motor eight-speed gearbox for high-speed three-speed power transmission.

[0017] Figure 6 A schematic diagram of the transmission of a three-motor eight-speed gearbox to form a high-speed four-speed power.

[0018] Figure 7 A schematic diagram of a three-motor eight-speed gearbox for low-speed, first-gear power.

[0019] Figure 8 A schematic diagram of the transmission of a three-motor eight-speed gearbox for low-speed second-gear power.

[0020] Figure 9 A schematic diagram of a three-motor eight-speed gearbox for low-speed three-gear power.

[0021] Figure 10 A schematic diagram of a three-motor eight-speed gearbox for low-speed four-gear power. Detailed Implementation

[0022] The following is combined Figures 1-10 The embodiments of this utility model will be described in detail below.

[0023] The three-motor eight-speed gearbox includes a motor 1, a transmission mechanism, and an output shaft 2 connected in sequence. The gearbox is characterized by having three motors 1 and a transmission mechanism including a first transmission component 3 that couples the power of the three motors 1 and has a two-speed function, and a second transmission component 4 that has a four-speed function. The first transmission component 3 and the second transmission component 4 are parallel shaft structures that are driven by multiple intermediate shafts. The first transmission component 3 and the second transmission component 4 are aligned and connected along the axial direction. The second transmission component 4 is symmetrically distributed on the outer periphery of the output shaft 2 and meshes with the output shaft 2.

[0024] The aforementioned three-motor eight-speed gearbox uses three motors 1 to synchronously drive and effectively improve wheel-end torque density. Gearbox assembly 1 3 has a two-speed function, and gearbox assembly 2 4 has a four-speed function. Gearbox assembly 1 3 transmits power to gearbox assembly 2 via two-speed shifting, creating either a high-speed or low-speed gear. Gearbox assembly 2 4, with its four-speed shifting, transmits power to the output shaft for both the high-speed and low-speed gears, thus forming four high-speed gears and four low-speed gears. This expands the gearbox's range, improves vehicle power flexibility, and increases transmission efficiency. Gearbox 1 3 and gearbox assembly 2... 4 represents a parallel shaft structure driven by multiple intermediate shafts. By utilizing multiple intermediate shafts to split the load and form a splitting shifting structure, it is possible to achieve uninterrupted power during high-speed or low-speed gear shifting, improve gear shifting efficiency, reduce shifting shock, and make the shifting response efficiency higher when the vehicle is getting out of trouble, thereby improving the vehicle's adaptability to working conditions. Transmission assembly 1 3 and transmission assembly 2 4 are aligned along the shaft, reducing the radial dimension of the gearbox. Transmission assembly 2 4 is symmetrically distributed on the outer periphery of output shaft 2. By utilizing the space on the outer periphery of output shaft 2 to arrange transmission assembly 2 4, the axial dimension of the gearbox is shortened, improving the ease of placement of the gearbox in the vehicle.

[0025] The transmission assembly 3 includes a constant meshing shaft 30 that meshes with the rotating shafts of the three motors 1 respectively, an intermediate shaft 31 parallel to the outer periphery of the constant meshing shaft 30, a high-speed gear 32 rotatably mounted on the constant meshing shaft 30, a low-speed gear 33 rotatably mounted on the constant meshing shaft 30, a gear sleeve 34 axially slidably mounted on the constant meshing shaft 30 and located between the high-speed gear 32 and the low-speed gear 33, a high-speed driven gear 35 coaxially fixed on the intermediate shaft 31 and meshing with the high-speed gear 32, and a low-speed driven gear 36 coaxially fixed on the intermediate shaft 31 and meshing with the low-speed gear 33. The gear sleeve 34 slides forward to engage with the high-speed gear 32 and slides backward to engage with the low-speed gear 33. The constant meshing shaft 30 couples the power of three motors. The gear sleeve 34 is assembled on the constant meshing shaft 30 through a spline fit. When the gear sleeve 34 engages with the high-speed gear 32, the power of the constant meshing shaft 30 is transmitted to the intermediate shaft 31 through the high-speed gear 32 and the high-speed driven gear 35. The power is then transmitted to the transmission assembly 4 through the intermediate shaft 31, forming a high-speed power transmission to the transmission assembly 4. When the gear sleeve 34 engages with the low-speed gear 33, the power of the constant meshing shaft 30 is transmitted to the intermediate shaft 31 through the low-speed gear 33 and the low-speed driven gear 36. The power is then transmitted to the transmission assembly 4 through the intermediate shaft 31, forming a low-speed power transmission to the transmission assembly 4.

[0026] The output shaft 2 is coaxially aligned with the rear side of the constant meshing shaft 30, and the intermediate shaft 31 is splinedly connected to the input end of the transmission assembly 4. The output shaft 2 is located behind the constant meshing shaft 30, and the transmission assembly 4 is located on the outer periphery of the output shaft 2, aligned with the transmission assembly 3. The intermediate shaft 31 is connected to the transmission assembly 4 via a spline. The transmission assembly 3 and the transmission assembly 4 form a split connection structure aligned axially, which is simple to assemble and connect, and can effectively reduce the radial and axial dimensions of the gearbox, reduce the size of the gearbox, and facilitate layout.

[0027] The transmission assembly 2 4 includes an intermediate shaft 2 40 connected to the intermediate shaft 1 via a spline, a gear shift drive gear 1 41 rotatably mounted on the intermediate shaft 2 40, a gear shift drive gear 2 42 rotatably mounted on the intermediate shaft 2 40, a gear shift drive gear 3 43 rotatably mounted on the intermediate shaft 2 40, a gear shift drive gear 44 rotatably mounted on the intermediate shaft 2 40, a gear sleeve 2 45 slidably mounted on the intermediate shaft 2 40, a gear sleeve 3 slidably mounted on the intermediate shaft 2 40, a gear shift drive gear 1 41, and a gear shift drive gear 42. Drive gear 2 42, gear shift drive gear 3 43 and gear shift drive gear 44 are arranged sequentially from back to front on intermediate shaft 2 40 and mesh with output shaft 2 respectively. Gear sleeve 2 45 is located between gear shift drive gear 1 41 and gear shift drive gear 2 42. Gear sleeve 3 46 is located between gear shift drive gear 3 43 and gear shift drive gear 44. Gear sleeve 2 45 slides backward to engage with gear shift drive gear 1 41 and slides forward to engage with gear shift drive gear 2 42. Gear sleeve 3 46 slides backward to engage with gear shift drive gear 3 43 and slides forward to engage with gear shift drive gear 44. Gear sleeve 2 45 and gear sleeve 3 46 are respectively assembled on intermediate shaft 2 40 through spline engagement. When gear sleeve 1 34 is in sliding engagement and gear sleeve 2 45 or gear sleeve 3 46 is in sliding engagement, the power of the three motors 1 is coupled to the constant meshing shaft 30 and transmitted to intermediate shaft 1 31. Intermediate shaft 1 31 drives intermediate shaft 2 40 to rotate, and intermediate shaft 2 40 drives output shaft 2 to drive, forming power output. Transmission assembly 1 3 achieves second gear shift through gear sleeve 1 34 sliding gear shift, and transmission assembly 2 4 achieves fourth gear shift through gear sleeve 2 45 or gear sleeve 2 46 sliding gear shift.When gear sleeve 34 slides forward and engages with high-speed gear 32, and gear sleeve 45 slides backward and engages with gear drive gear 41, high-speed first gear power is generated on the output shaft; when gear sleeve 34 slides forward and engages with high-speed gear 32, and gear sleeve 45 slides forward and engages with gear drive gear 42, high-speed second gear power is generated on the output shaft; when gear sleeve 34 slides forward and engages with high-speed gear 32, and gear sleeve 46 slides backward and engages with gear drive gear 43, high-speed second gear power is generated on the output shaft. High-speed third gear is generated on the shaft; when gear sleeve 1 34 slides forward and engages with high-speed gear 32, and gear sleeve 3 46 slides forward and engages with gear drive gear 44, high-speed fourth gear is generated on the output shaft; when gear sleeve 1 34 slides backward and engages with low-speed gear 33, and gear sleeve 2 45 slides backward and engages with gear drive gear 41, low-speed first gear is generated on the output shaft; when gear sleeve 1 34 slides backward and engages with low-speed gear 33, and gear sleeve 2 45 slides forward and engages with gear drive gear 41, high-speed fourth gear is generated on the output shaft. When gear 2 42 engages, low-speed second gear power is generated on the output shaft; when gear sleeve 1 34 slides backward and engages with low-speed gear 33, and gear sleeve 3 46 slides backward and engages with gear drive gear 3 43, low-speed third gear power is generated on the output shaft; when gear sleeve 1 34 slides backward and engages with low-speed gear 33, and gear sleeve 3 46 slides forward and engages with gear drive gear 44, low-speed fourth gear power is generated on the output shaft. This forms four high-speed gears and four low-speed gears in the transmission, realizing the expansion of the transmission gears, improving the vehicle's power flexibility, and improving transmission efficiency. In general, the output torque of high-speed gear power is less than that of low-speed gear power, and the output speed of high-speed gear power is greater than that of low-speed gear power. Low-speed gear power is suitable for heavy-duty truck driving, with the torque on the output shaft decreasing sequentially from low-speed first gear to low-speed fourth gear, while the speed increases sequentially. High-speed gear power is suitable for light-duty truck driving, with the torque on the output shaft decreasing sequentially from high-speed first gear to high-speed fourth gear, while the speed increases sequentially.

[0028] This includes a hydraulic damper 5 installed in the gearbox, and a retarding gear 31 coaxially fixed to the rear end of the output shaft 2 and meshing with the hydraulic damper 5. The hydraulic damper 5 is used to decelerate the output shaft 2. When descending a long slope, the hydraulic damper 5 reduces the speed of the output shaft 2, thereby reducing the wheel end speed, providing auxiliary braking for the vehicle, and improving safety performance.

[0029] The technical solutions of the embodiments of this utility model have been fully described above with reference to the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

Claims

1. A three-motor eight-speed gearbox, comprising a motor, a speed-changing mechanism, and an output shaft connected in sequence, characterized in that: The number of motors is three. The speed change mechanism includes a speed change component 1 that couples the power of the three motors and has a two-speed change function, and a speed change component 2 that has a four-speed change function. Speed ​​change component 1 and speed change component 2 are parallel shaft structures that are driven by multiple intermediate shafts. Speed ​​change component 1 and speed change component 2 are aligned and connected along the axial direction. Speed ​​change component 2 is symmetrically distributed on the outer periphery of the output shaft and meshes with the output shaft.

2. The three-motor eight-speed gearbox according to claim 1, characterized in that: The transmission assembly includes a constant meshing shaft that meshes with the rotating shafts of the three motors respectively, an intermediate shaft parallel to the outer periphery of the constant meshing shaft, a high-speed gear rotatably mounted on the constant meshing shaft, a low-speed gear rotatably mounted on the constant meshing shaft, a gear sleeve slidably mounted on the constant meshing shaft and located between the high-speed gear and the low-speed gear, a high-speed driven gear coaxially fixed on the intermediate shaft and meshing with the high-speed gear, and a low-speed driven gear coaxially fixed on the intermediate shaft and meshing with the low-speed gear. The gear sleeve slides forward to engage with the high-speed gear and slides backward to engage with the low-speed gear.

3. The three-motor eight-speed gearbox according to claim 2, characterized in that: The output shaft is coaxially aligned with the rear side of the constant meshing shaft, and the intermediate shaft is splinedly connected to the input end of the transmission assembly.

4. The three-motor eight-speed gearbox according to claim 3, characterized in that: The transmission assembly 2 includes an intermediate shaft 2 connected to an intermediate shaft 1 via a spline, a first gear drive gear 1 rotatably mounted on the intermediate shaft 2, a second gear drive gear 2 rotatably mounted on the intermediate shaft 2, a third gear drive gear 3 rotatably mounted on the intermediate shaft 2, a second gear sleeve 2 rotatably mounted on the intermediate shaft 2, and a third gear sleeve 3 rotatably mounted on the intermediate shaft 2. The first, second, third, and fourth gear drive gears are arranged sequentially from back to front on the intermediate shaft 2 and mesh with the output shaft respectively. The second gear sleeve is located between the first and second gear drive gears, and the third gear sleeve is located between the third and fourth gear drive gears. The second gear sleeve slides backward to engage with the first gear drive gear and slides forward to engage with the second gear drive gear. The third gear sleeve slides backward to engage with the third gear drive gear and slides forward to engage with the fourth gear drive gear.

5. The three-motor eight-speed gearbox according to claim 4, characterized in that: It also includes a hydraulic damper installed in the gearbox, and a retarding gear coaxially fixed to the rear end of the output shaft and meshing with the hydraulic damper.

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