A dual-AT multi-motor multi-speed transmission

Abstract

This utility model belongs to the field of transmission technology, and more specifically relates to a dual-AT multi-motor multi-speed transmission, including a housing. At least two pairs of motors are arranged on the housing, with the two motors of each pair arranged symmetrically on the housing. An output shaft is arranged inside the housing, and at least two sets of clutch gear sets are arranged on the output shaft. Each set of clutch gear sets is provided with several driven gears. Each driven gear is connected to the output shaft separately through a clutch. Each pair of motors corresponds to a set of clutch gear sets. The main shafts of the two motors in each pair of motors are provided with driving gears corresponding to the driven gears. The transmission adopts multi-motor cooperative operation and meets the requirements of low speed and high torque and high speed and high efficiency by switching between different gears, adapting to a variety of complex working conditions.

Description

Technical Field

[0001] This utility model belongs to the field of transmission technology, and more specifically relates to a dual-AT multi-motor multi-speed transmission. Background Technology

[0002] With increasing global emphasis on environmental protection and sustainable development, electric heavy-duty vehicles are gradually becoming an important development direction in the future transportation sector. Electric heavy-duty vehicles can not only effectively reduce exhaust emissions and environmental pollution, but also improve energy efficiency and reduce operating costs. However, due to their large weight, strong load-bearing capacity, and complex driving conditions, heavy-duty vehicles place higher demands on the power transmission system.

[0003] Most existing electric heavy-duty vehicle transmission systems use fixed-ratio single-speed transmissions or simple two-speed transmissions. While these can meet basic driving needs to a certain extent, they still have significant shortcomings in terms of adaptability to multiple operating conditions, smooth power output, and energy consumption optimization. For example, when starting and climbing, a large torque output is required, but single-speed transmissions cannot provide sufficient torque amplification, resulting in poor vehicle acceleration performance and increased energy consumption. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a dual-AT multi-motor multi-speed transmission.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a dual-AT multi-motor multi-speed transmission, comprising a housing, on which at least two pairs of motors are arranged, with the two motors of each pair being centrally symmetrically arranged on the housing. An output shaft is provided inside the housing, and at least two sets of clutch gear sets are provided on the output shaft. Each set of clutch gear sets is provided with several driven gears, and each driven gear is individually connected to the output shaft via a clutch. Each pair of motors corresponds to one set of clutch gear sets, and each pair of motors has a corresponding driving gear on the main shaft of each of the two motors.

[0006] Furthermore, each driving gear and driven gear has a reduction gear ratio, and each driving gear has a different number of teeth, as does each driven gear.

[0007] Furthermore, the housing is equipped with two pairs of motors, and the output shaft is equipped with two sets of clutch gear sets. Each motor main shaft is equipped with two large and one small driving gears, and the four small driving gears are the same, and the four large driving gears are the same. Each set of clutch gear sets includes two large and one small driven gears. The large driven gear meshes with the small driving gear, and the small driven gear meshes with the large driving gear.

[0008] Furthermore, an intermediate shaft is provided inside the housing, the drive gear is located on the intermediate shaft, and a reduction gear pair is provided between the motor main shaft and the intermediate shaft.

[0009] Furthermore, the clutch is a friction plate clutch.

[0010] Furthermore, the motor is a high-speed motor.

[0011] Compared with existing technologies, the advantages of this utility model are: it adopts multi-motor collaborative operation, providing greater torque through different gear switching, enhancing the vehicle's starting and climbing ability; it does not cause power interruption during gear switching, greatly improving the driver's safety and comfort while driving; the multi-gear design meets the needs of low-speed high torque and high-speed high efficiency, adapting to various complex working conditions; cost-effectiveness: compact structure, reducing mechanical parts, lowering manufacturing and maintenance costs; multi-motor layout distributes the load, reducing the risk of failure and improving the reliability of the transmission system. Attached Figure Description

[0012] Figure 1 This is a three-dimensional schematic diagram of the dual-AT multi-motor multi-speed transmission of this utility model;

[0013] Figure 2 This is a schematic diagram of the friction plate clutch in the dual-AT multi-motor multi-speed transmission of this utility model;

[0014] Figure 3 This is a topology diagram of the transmission and gear positions of the dual-AT multi-motor multi-speed transmission of this utility model.

[0015] Reference numerals: 1. Motor; 2. Output shaft; 3. Driven gear; 4. Driven gear; 5. Inner ring of inner clutch; 6. Common ring of inner and outer clutches; 7. Outer ring of outer clutch; 8. Friction plate assembly; 9. Clutch piston; 10. Return spring; 11. Intermediate shaft. Detailed Implementation

[0016] In the description of this utility model, it should be noted that the directional terms such as "center", "horizontal (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this utility model.

[0017] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features. Thus, the use of "first" and "second" to define a feature may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" or "a number" means two or more, unless otherwise explicitly specified.

[0018] Reference Figures 1 to 3 The present invention will be further described below.

[0019] Example 1:

[0020] A dual-AT multi-motor multi-speed transmission includes a housing (not shown in the attached figure). At least two pairs of motors 1 are mounted on the housing, with the two motors in each pair arranged symmetrically on the housing. An output shaft 2 is disposed within the housing, and at least two sets of clutch gear sets are mounted on the output shaft 2. Each clutch gear set has several driven gears 3, and each driven gear 3 is individually connected to the output shaft 2 via a clutch. Each pair of motors 1 corresponds to one set of clutch gear sets, and each pair of motors 1 has two driving gears 4 on its main shaft corresponding to a driven gear 3. Through the multiple symmetrical pairs of motors 1 and the driven gears 3 with independent clutches, different reduction ratios can be selected to drive the output shaft 2, achieving multi-speed drive. Figure 1 As shown, in this example, preferably, each driving gear 4 and driven gear 3 has a reduction gear ratio, and each driving gear 4 has a different number of teeth, and each driven gear 3 has a different number of teeth, providing multiple reduction ratios and multiple gears. Figure 1As shown, in this example, the preferred clutch is a friction plate clutch, but other clutches in the prior art, such as a shift fork clutch, can also be used. In this example, the preferred friction plate clutch includes an inner clutch inner ring 5, a common inner and outer clutch ring 6, and an outer clutch outer ring 7. The inner clutch inner ring 5 and the outer clutch outer ring 7 are respectively connected to two driven gears 3. Friction plate groups 8 are provided between the inner clutch inner ring 5 and the common inner and outer clutch ring 6, and between the outer clutch outer ring 7 and the common inner and outer clutch ring 6. It also includes inner and outer clutch pistons 9 corresponding to the friction plate groups 8, with return springs 10 provided on the inner and outer clutch pistons 9. The inner and outer clutch pistons 9 are hydraulically driven. Specifically, the friction plate group 8 includes several cross-arranged moving and stationary friction plates. Two groups of stationary friction plates are connected to the inner and outer sides of the common inner and outer clutch ring 6 via splines, while the inner clutch inner ring 5 and the outer clutch outer ring 7 are splined with corresponding moving friction plates, and the moving and stationary friction plates have axial movement space. The movement of the clutch piston 9 towards the friction plate assembly 8 presses the moving and stationary friction plates together, achieving a transmission connection. The reverse movement of the piston separates the moving and stationary friction plates, discontinuing the transmission. Specifically, by pushing the friction plate assembly 8 into contact or separation through the inner and outer clutch pistons 9, a transmission connection between the gear and the output shaft 2 is achieved. Figure 1 As shown, in this preferred embodiment, an intermediate shaft 11 is provided inside the housing, the driving gear 4 is located on the intermediate shaft 11, and a reduction gear pair is provided between the main shaft of the motor 1 and the intermediate shaft 11, with a reduction ratio less than the reduction ratio between the driving gear 4 and the driven gear 3. In this preferred embodiment, the motor 1 is a high-speed motor.

[0021] Example 2

[0022] A dual-AT multi-motor multi-speed transmission includes a housing. Two pairs of motors 1 are mounted on the housing, with the two motors in each pair symmetrically arranged on the housing. An output shaft 2 is located inside the housing. Two sets of clutch gear sets are mounted on the output shaft 2. Each clutch gear set has two driven gears 3, one large and one small. Each driven gear 3 is individually connected to the output shaft 2 via a clutch. Each pair of motors 1 corresponds to one set of clutch gear sets. On the main shafts of the two motors in each pair of motors 1, two driving gears 4, one large and one small, are mounted corresponding to the driven gears 3. The four small driving gears 4 are identical, and the four large driving gears 4 are identical. The large driven gears 3 mesh with the small driving gears 4, and the small driven gears 3 mesh with the large driving gears 4. Figure 1 As shown, specifically, two smaller driven gears 3 are located between two larger driven gears 3. For example... Figure 3As shown, specifically, the power transmission between one pair of motors 1 and the clutch gear set is K1 and K3, and the power transmission between the other pair of motors 1 and the clutch gear set is K2 and K4. Therefore, the transmission has three gears: K1+K2, K2+K3, and K3+K4. The remaining gear, K1+K4, is the same as K2+K3. During the gear shifting process of the two sets of four clutches, only one clutch is disengaged each time, ensuring that the other clutch remains engaged. Furthermore, only 50% of the power is lost during gear shifting, preventing power interruption and significantly improving driver safety and comfort while driving.

[0023] The other technical features in this example are the same as those in Embodiment 1.

[0024] The above description is merely a preferred embodiment of this utility model. The protection scope of this utility model is not limited to the above embodiments. All technical solutions falling within the scope of this utility model's concept are protected. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of this utility model should also be considered within the protection scope of this utility model.

Claims

1. A dual AT multi-motor multi-range transmission, characterized by: The device includes a housing on which at least two pairs of motors are mounted, with the two motors in each pair arranged symmetrically on the housing. An output shaft is located inside the housing, and at least two sets of clutch gear sets are mounted on the output shaft. Each set of clutch gear sets has several driven gears, and each driven gear is individually connected to the output shaft via a clutch. Each pair of motors corresponds to one set of clutch gear sets, and each pair of motors has a corresponding driving gear on the main shaft of each of the two motors.

2. The dual AT multi-motor multi-range transmission of claim 1, wherein: Each driving gear and driven gear has a reduction ratio, and each driving gear has a different number of teeth, as does each driven gear.

3. The dual AT multi-motor multi-range transmission of claim 1, wherein: The housing is equipped with two pairs of motors and two sets of clutch gear sets on the output shaft. Each motor main shaft is equipped with two large and one small driving gears, and the four small driving gears are the same and the four large driving gears are the same. Each set of clutch gear sets includes two large and one small driven gears. The large driven gear meshes with the small driving gear, and the small driven gear meshes with the large driving gear.

4. The dual AT multi-motor multi-speed transmission according to claim 1 or 3, characterized in that: An intermediate shaft is provided inside the housing, the drive gear is located on the intermediate shaft, and a reduction gear pair is provided between the motor main shaft and the intermediate shaft.

5. The dual-AT multi-motor multi-speed transmission according to claim 1, characterized in that: The clutch is a friction plate clutch.

6. The dual AT multi-motor multi-speed transmission of claim 1, wherein: The motor is a high-speed motor.

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