A dual at parallel multi-motor multi-gear transmission
Patent Information
- Application Number
- CN202522024074.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-20
- Publication Date
- 2026-10-27
- Estimated Expiration
- 2035-09-20
AI Technical Summary
[0002]随着全球对环境保护和可持续发展的日益重视，电动重型车辆逐渐成为未来交通运输领域的重要发展方向，电动重型车辆不仅能够有效减少尾气排放，降低对环境的污染，还能提高能源利用效率，降低运营成本，然而，重型车辆由于其自身重量大、载重能力强以及行驶工况复杂等特点，对动力传动系统就有更高的要求
1.采用多电机协同工作，通过不同挡位切换，提供更大扭矩，增强车辆起步和爬坡能力；多挡位设计满足低速高扭矩和高速高效率需求，适应多种复杂工况；成本效益：结构紧凑，减少机械部件，降低制造和维护成本；多电机布局分散负载，降低故障风险，提高传动系统的可靠性；
Smart Images
Figure CN224898553U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of transmission system technology, and more specifically relates to a dual-AT parallel 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 parallel multi-motor multi-speed transmission applicable to electric heavy-duty vehicles. It employs multi-motor collaborative operation to enhance vehicle starting and climbing capabilities; adapts to various complex working conditions; has a compact structure, reducing manufacturing and maintenance costs; reduces failure risks; and improves the reliability of the transmission system.
[0005] To achieve the above objectives, this utility model provides the following technical solution: a dual-AT parallel multi-motor multi-speed transmission, comprising a housing, on which two drive groups are connected in parallel, and an output shaft is disposed within the housing. Each drive group includes two drive motors and an intermediate transmission shaft. The main shafts of the two drive motors are provided with two drive gears, one large and one small. The intermediate transmission shaft is provided with a driven gear corresponding to the drive gears. The drive gears and driven gears are in a reduction gear transmission configuration. A clutch is disposed between the driven gears and the intermediate transmission shaft. A transmission gear is disposed on the intermediate transmission shaft. An output gear corresponding to the transmission gear is disposed on the output shaft, and the output gear simultaneously meshes with the two transmission gears.
[0006] Furthermore, the transmission gear and the output gear are a speed reduction transmission.
[0007] Furthermore, the driven gear is larger than the transmission gear.
[0008] Furthermore, the two clutches on the same intermediate drive shaft are nested clutches, including an inner clutch inner ring, a common ring for inner and outer clutches, and an outer clutch outer ring. Two driven gears are respectively connected to the inner clutch inner ring and the outer clutch outer ring. The inner clutch inner ring is rotatably connected to the intermediate drive shaft, the common ring for inner and outer clutches is fixedly connected to the intermediate drive shaft, and the outer clutch outer ring is rotatably connected to the common ring for inner and outer clutches. An inner friction plate set is provided between the inner clutch inner ring and the common ring for inner and outer clutches, and an outer friction plate set is provided between the outer clutch outer ring and the common ring for inner and outer clutches. Both the inner and outer friction plate groups include several cross-arranged moving and stationary friction plates. The stationary friction plates of the inner and outer friction plate groups are connected to the inner and outer sides of the common ring of the inner and outer clutches respectively by splines. The moving friction plates of the inner and outer friction plate groups are connected to the inner ring of the inner clutch and the outer ring of the outer clutch respectively by splines. The moving and stationary friction plates can slide axially through the splines. It also includes an inner clutch piston and an outer clutch piston corresponding to the inner friction plate group and the outer friction plate group, and both the inner clutch piston and the outer clutch piston are provided with return springs. Both the inner clutch piston and the outer clutch piston are hydraulically driven.
[0009] Furthermore, the inner and outer clutches are respectively provided with a closed inner drive chamber and an outer drive chamber on both sides of the common ring. The inner clutch piston slides in the inner drive chamber and the outer clutch piston slides in the outer drive chamber. The inner drive chamber and the outer drive chamber are respectively connected to a hydraulic channel, which is located on the intermediate transmission shaft.
[0010] Furthermore, the common ring of the inner and outer clutches is respectively provided with inner retaining rings and outer retaining rings corresponding to the inner friction plate group and the outer friction plate group, which limit the movement of the inner friction plate group and the outer friction plate group.
[0011] Furthermore, the four clutches share a single hydraulic system for drive. This hydraulic system includes an oil tank, a conveying mechanism, and a multi-layer manifold. The multi-layer manifold contains a first pipeline connecting the oil tank and the conveying mechanism. Two two-position four-way valves Y1 and Y5 are installed on the multi-layer manifold. Two branch pipelines connect to the first pipeline, each connecting to port four of the two-position four-way valves Y1 and Y5. Ports one and three of the two-position four-way valves Y1 and Y5 are connected to two clutches via two second pipelines. Ports two of the two-position four-way valves Y1 and Y5 are interconnected via a third pipeline. Normally open two-position two-way valves Y4 and Y6 are installed on the two branch pipelines. A cooling pipeline connects the first and third pipelines, containing a cooler to cool the hydraulic oil. A two-position two-way valve Y3 is installed on the cooling pipeline. An accumulator is connected to the first pipeline.
[0012] Furthermore, an overflow pipe is provided between the pipeline and the oil tank, and an overflow valve is provided on the overflow pipe.
[0013] Furthermore, the pipeline is equipped with a normally open, one-way, two-position valve Y2, with the one-way flow direction being from the oil tank to the clutch.
[0014] Furthermore, a two-position three-way valve Y7 is installed on the cooling pipeline, with valve port one and valve port two connected to the cooling pipeline, and valve port three connected to the oil tank through a return pipeline.
[0015] Compared with the prior art, the beneficial effects of this utility model are: 1. Employing multi-motor collaborative operation and switching between different gears provides greater torque, enhancing the vehicle's starting and climbing capabilities; the multi-gear design meets the demands for low-speed high torque and high-speed high efficiency, adapting to various complex operating conditions; cost-effective: compact structure reduces mechanical parts, lowering manufacturing and maintenance costs; the multi-motor layout distributes the load, reducing the risk of failure and improving the reliability of the transmission system. 2. By setting up internal and external clutches, independent control of the two driven gears is achieved. The independent control method can effectively reduce the power interruption time during gear shifting, making gear shifting smoother and improving driving comfort. 3. The nested clutch adopts a structure in which the inner and outer clutches share a common ring. By using the radial dimension to set the inner and outer clutches, the axial dimension can be shortened, the clutch weight can be reduced, and the number of parts can be reduced, thereby improving the product's cost performance and competitiveness. 4. By highly integrating complex hydraulic pipelines, valve body mounting holes, cooling channels, etc. into a modular component, the number of external pipelines and joints is reduced, the risk of leakage is reduced, the assembly process is simplified, and the entire system structure is compact, saving installation space. 5. Because each time a gear is shifted, only one intermediate shaft clutch is disengaged, ensuring that the other intermediate shaft clutch remains engaged, and only 50% of the power is lost during gear shifting, there is no power interruption, which greatly improves the safety and comfort of the driver while driving the vehicle. Attached Figure Description
[0016] Figure 1 This is a three-dimensional structural diagram of the dual-AT parallel multi-motor multi-speed transmission of this utility model; Figure 2 This is a topology diagram of the transmission and gear positions of the dual-AT parallel multi-motor multi-speed transmission of this utility model. Figure 3 This is a three-dimensional structural diagram of the intermediate drive shaft in the dual-AT parallel multi-motor multi-speed transmission of this utility model; Figure 4This is a schematic diagram of the internal structure of the intermediate drive shaft in the dual-AT parallel multi-motor multi-speed transmission of this utility model; Figure 5 This is a schematic diagram of the hydraulic system piping in the dual-AT parallel multi-motor multi-speed transmission of this utility model; Figure 6 This is a schematic diagram of the passage of the two-position four-way valve in the first gear of the dual-AT parallel multi-motor multi-speed transmission of this utility model.
[0017] Reference numerals: Output shaft 1; Drive motor 2; Intermediate transmission shaft 3; Drive gear 4; Driven gear 5; Transmission gear 6; Output gear 7; Inner clutch inner ring 8; Common ring for inner and outer clutches 9; Outer clutch outer ring 10; Inner friction plate assembly 11; Outer friction plate assembly 12; Inner clutch piston 13; Outer clutch piston 14; Return spring 15; Inner drive chamber 16; Outer drive chamber 17; Sealing cover 18; Inner retaining ring 19; Outer retaining ring 20; Oil tank 21; Conveying mechanism 22; Multi-layer oil passage block 23; Pipeline 1 24; Branch pipeline 25; Pipeline 2 26; Pipeline 3 27; Cooling pipeline 28; Cooler 29; Accumulator 30; Overflow pipeline 31; Overflow valve 32; Filter 33; Pressure sensor 34. Detailed Implementation
[0018] 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.
[0019] 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.
[0020] Reference Figures 1 to 6 The present invention will be further described below.
[0021] A dual-AT parallel multi-motor multi-speed transmission includes a housing (not shown in the attached diagram). Two drive groups are connected in parallel on the housing. An output shaft 1 is disposed within the housing. Each drive group includes two drive motors 2 and an intermediate transmission shaft 3. Two drive gears 4, one large and one small, are mounted on the main shafts of the two drive motors 2. A driven gear 5, corresponding to the drive gears 4, is mounted on the intermediate transmission shaft 3. The drive gears 4 and driven gears 5 form a reduction gear transmission. A clutch is disposed between the driven gears 5 and the intermediate transmission shaft 3. A transmission gear 6 is mounted on the intermediate transmission shaft 3. An output gear 7, corresponding to the transmission gears 6, is mounted on the output shaft 1, and the output gear 7 simultaneously meshes with both transmission gears 6. Specifically, the two driven gears 5 on the intermediate transmission shaft 3 are also of different sizes, with the larger driven gear 5 meshing with the smaller drive gear 4, and the smaller driven gear 5 meshing with the larger drive gear 4. Specifically, in one drive group, two drive motors 2 simultaneously drive the intermediate transmission shaft 3 to rotate, and the intermediate transmission shaft 3 then transmits power to the output shaft 1. Both intermediate transmission shafts 3 simultaneously transmit power to the output shaft 1. Two driven gears 5 on the intermediate transmission shaft 3 engage or disengage with the intermediate transmission shaft 3 through their respective independent clutches. Only one driven gear 5 engages with the intermediate transmission shaft 3 at a time, achieving different transmission ratios and ultimately different speeds and torques on the output shaft 1. Specifically, in one drive group, the power transmission between the driving gears 4 on the two drive motors 2 and the intermediate transmission shaft 3 (using clutches K1 and K3) is achieved. In the other drive group, the power transmission between the driving gears 4 on the two drive motors 2 and the intermediate transmission shaft 3 (using clutches K2 and K4) is achieved. Therefore, the transmission has three gears: K1+K2, K2+K3, and K3+K4. The remaining gear, K1+K4, is the same as K2+K3. Because only one intermediate shaft clutch disengages during each gear shift, ensuring the other remains engaged, and only 50% power is lost during gear changes, there is no power interruption, significantly improving driver safety and comfort. Two sets of four drive motors work collaboratively, providing greater torque through different gear shifts, enhancing the vehicle's starting and climbing abilities; the multi-gear design meets the demands of low-speed high torque and high-speed high efficiency, adapting to various complex operating conditions; cost-effectiveness: compact structure, reduced mechanical parts, lower manufacturing and maintenance costs; multi-motor layout distributes the load, reducing failure risk and improving the reliability of the transmission system. Figure 1 As shown, in this example, preferably, the transmission gear 6 and the output gear 7 form a reduction transmission, further increasing the output torque of the output shaft 1. Figure 2 As shown, in this preferred embodiment, the driven gear 5 is larger than the transmission gear 6. The coaxial transmission gear 6 and driven gear 5 ensure that the rotational speed of the transmission gear 6 is the same as that of the driven gear 5, thereby reducing the size of the transmission when further decelerating. Figure 4 As shown, in this preferred embodiment, the two clutches on the same intermediate drive shaft 3 are nested clutches, including an inner clutch inner ring 8, a shared inner and outer clutch ring 9, and an outer clutch outer ring 10. Two driven gears 5 are respectively connected to the inner clutch inner ring 8 and the outer clutch outer ring 10. The inner clutch inner ring 8 is rotatably connected to the intermediate drive shaft 3, the shared inner and outer clutch ring 9 is fixedly connected to the intermediate drive shaft 3, and the outer clutch outer ring 10 is rotatably connected to the shared inner and outer clutch ring 9. An inner friction plate group 11 is provided between the inner clutch inner ring 8 and the shared inner and outer clutch ring 9, and an outer friction plate group 12 is provided between the outer clutch outer ring 10 and the shared inner and outer clutch ring 9. The inner friction plate group 11 and the outer friction plate group 12 are... Each friction plate assembly 12 includes several cross-arranged moving and stationary friction plates. The stationary friction plates of the inner friction plate assembly 11 and the outer friction plate assembly 12 are respectively connected to the inner and outer sides of the common ring 9 of the inner and outer clutches via splines. The moving friction plates of the inner friction plate assembly 11 and the outer friction plate assembly 12 are respectively connected to the inner ring 8 of the inner clutch and the outer ring 10 of the outer clutch via splines. The moving and stationary friction plates can slide axially through the splines. It also includes an inner clutch piston 13 and an outer clutch piston 14 corresponding to the inner friction plate assembly 11 and the outer friction plate assembly 12. Both the inner clutch piston 13 and the outer clutch piston 14 are equipped with return springs 15, and both are hydraulically driven. Figure 4As shown, when the hydraulically driven inner clutch piston 13 moves toward the inner friction plate group 11, it squeezes the moving and stationary friction plates of the inner friction plate group 11. Since the moving and stationary friction plates are connected by splines, the squeezing of the inner clutch piston 13 can press the intersecting moving and stationary friction plates into contact with each other, thereby connecting the inner ring 8 of the inner clutch with the common ring 9 of the inner and outer clutches through friction. When the driven gear 5 connected to the inner ring 8 of the inner clutch is driven, it can transmit power to the intermediate transmission shaft 3 through the inner ring 8 of the inner clutch and the common ring 9 of the inner and outer clutches, thereby driving the intermediate transmission shaft 3 to rotate. However, the outer clutch piston 14 is not driven by hydraulic pressure, so its moving and stationary friction plates are not squeezed and are released from each other, causing the outer ring 10 of the outer clutch to separate from the common ring 9 of the inner and outer clutches. The power of the driven gear 5 connected to it will not be transmitted to the intermediate transmission shaft 3. By setting up internal and external clutches, independent control of the two driven gears 5 is achieved. This independent control effectively reduces power interruption time during gear shifting, resulting in smoother shifting and improved driving comfort. The spline connection between the moving and stationary friction plates not only ensures the axial sliding freedom of the friction plates but also guarantees their stability and reliability under stress. Furthermore, it reduces the need for additional components to connect and move the friction plates, thus reducing the clutch size. During operation, the clutch can quickly engage and disengage through the synergistic action of hydraulic drive and return spring 15, avoiding excessive wear of the friction plates during frequent gear shifts, as is common in traditional clutches. The nested clutch uses a structure where the inner and outer clutches share a common ring 9. By utilizing the radial dimensions to set up the inner and outer clutches, the axial dimension can be shortened, the clutch weight reduced, and the number of parts decreased, improving product cost-effectiveness and competitiveness. Figure 4 As shown, in this preferred embodiment, the two sides of the common ring 9 of the inner and outer clutches are respectively provided with a closed inner drive cavity 16 and an outer drive cavity 17. The inner clutch piston 13 slides in the inner drive cavity 16, and the outer clutch piston 14 slides in the outer drive cavity 17. The inner drive cavity 16 and the outer drive cavity 17 are respectively connected to a hydraulic channel (not shown in the figure), and the hydraulic channel is located on the intermediate transmission shaft 3. Specifically, high-pressure hydraulic oil is injected into the inner drive cavity 16 or the outer drive cavity 17 through the hydraulic channel, so that the high-pressure hydraulic oil can push the inner clutch piston 13 or the outer clutch piston 14 to move towards the inner friction plate group 11 or the outer friction plate group 12. Figure 4 As shown, specifically, the inner and outer clutches share a common ring 9, and the intermediate drive shaft 3 together form an inner drive cavity 16. A guide ring is provided on the inner clutch piston 13. Several first spring holes for installing a return spring 15 are provided on the end face of the guide ring. The other end of the return spring 15 contacts a spring retaining ring, which is fixed to the intermediate drive shaft 3. Figure 4As shown, specifically, a sealing cover 18 is provided on the intermediate drive shaft 3. The sealing cover 18 and the shared ring 9 of the inner and outer clutches together form an outer drive cavity 17. The shared ring 9 of the inner and outer clutches has several second spring holes for mounting return springs 15, and the other end of the return spring 15 contacts the outer clutch piston 14. Specifically, the sliding of the clutch piston within the drive cavity is sealed sliding. Figure 4 As shown in this embodiment, preferably, the inner and outer clutch common ring 9 is provided with inner retaining ring 19 and outer retaining ring 20 corresponding to the inner friction plate group 11 and the outer friction plate group 12, respectively, to limit the inner friction plate group 11 and the outer friction plate group 12.
[0022] like Figure 5 As shown, in this preferred embodiment, the four clutches share a single hydraulic system for drive. The hydraulic system includes an oil tank 21, a conveying mechanism 22, and a multi-layer hydraulic manifold block 23. A first pipe 24 is installed within the multi-layer hydraulic manifold block 23, connecting the oil tank 21 and the conveying mechanism 22. Two two-position four-way valves Y1 and Y5 are installed on the multi-layer hydraulic manifold block 23. Two branch pipes 25 are connected to the first pipe 24, respectively connecting to the valve ports of the two two-position four-way valves Y1 and Y5. Two clutches are connected to valve ports 1 and 3 via two pipelines 26. Valve ports 2 on two-position four-way valves Y1 and Y5 are interconnected via pipeline 27. Two normally open two-position two-way valves Y4 and Y6 are respectively installed on the two branch pipelines 25. A cooling pipeline 28 is installed between pipeline 1 24 and pipeline 27. A cooler 29 is installed on the cooling pipeline 28 to cool the hydraulic oil in the cooling pipeline 28. A two-position two-way valve Y3 is installed on the cooling pipeline 28. An accumulator 30 is connected to pipeline 24. Figure 5 and 6As shown, specifically, the two-position four-way valve Y1 controls clutches K1 and K3, and the two-position four-way valve Y5 controls clutches K2 and K4. In first gear, the two-position four-way valve Y1 is energized, connecting its valve port 3 to valve port 4 and its valve port 1 to valve port 2. Hydraulic oil drives the piston in clutch K1 through valve port 4 and valve port 3, thus closing the clutch. Similarly, the two-position four-way valve Y5 is energized, connecting its valve port 3 to valve port 4 and its valve port 1 to valve port 2. Hydraulic oil drives the piston in clutch K2 through valve port 4 and valve port 3, thus closing the clutch. Similarly, in second gear, the two-position four-way valve Y1 is de-energized, connecting valve port 1 to valve port 4 and its valve port 2 to valve port 3, thus closing clutch K3. The two-position four-way valve Y5 is energized, thus closing clutch K2. In third gear, the two-position four-way valve Y1 is de-energized, clutch K3 is closed, the two-position four-way valve Y5 is de-energized, and clutch K4 is closed. Specifically, before the two-position four-way valves Y1 and Y5 switch their internal passages by energizing and de-energizing, the two-position two-way valves Y4 and Y6 are first energized to cut off the oil circuit on the corresponding branch pipe 25. Then, the two-position four-way valves Y1 and Y5 switch their energizing and de-energizing, and finally, the two-position two-way valves Y4 and Y6 are de-energized to restore oil supply. Specifically, when the hydraulic oil pressure driving the clutch is insufficient, the two-position two-way valve Y3 needs to be energized to raise the oil pressure in the pipeline and accumulator 30 to a certain level. Specifically, when the oil pressure in the pipeline is low, energy can be released first through the accumulator 30, and energy can be absorbed when the oil pressure is high, thereby ensuring a stable working pressure in the pipeline. Figure 5 As shown, in this preferred embodiment, the conveying mechanism 22 includes a motor and a gear pump 11. The motor drives the gear pump 11, which delivers hydraulic oil from the oil tank 21 to the pipeline 24 at a certain pressure. The gear pump 11 can also be other pumps. Figure 5 As shown, in this preferred embodiment, an overflow pipe 31 is provided between the pipeline 24 and the oil tank 21, and an overflow valve 32 is provided on the overflow pipe 31. An upper limit for the oil pressure inside the pipe is set; the valve opens to release pressure when the pressure exceeds the upper limit. Figure 5 and Figure 6 As shown, in this preferred embodiment, the second pipeline 26 is equipped with a filter 33 and a pressure sensor 34. The filter 33 filters the oil entering the clutch, and the pressure sensor 34 detects the oil pressure entering the clutch. Figure 5 As shown, in this preferred embodiment, the pipeline 24 is equipped with a normally open, one-way, two-position, two-way valve Y2, with the one-way flow direction from the oil tank 21 to the clutch. The two-position, two-way valve Y2 is a safety valve. When the transmission is in a normal gear, the two-position, two-way valve Y2 is normally open, allowing oil in the oil tank 21 to flow to the clutch. When a major problem occurs in the hydraulic system, the two-position, two-way valve Y2 is energized, causing all the oil in the clutch to be discharged and disengaging the current gear, creating neutral and preventing the motor from continuing to transmit power. Figure 5As shown, in this preferred embodiment, a two-position three-way valve Y7 is provided on the cooling pipe 28, with valve port one and valve port two connected to the cooling pipe 28, and valve port three connected to the oil tank 21 through a return pipe. Figure 5 As shown, in this preferred embodiment, the pipeline 24 is equipped with a coarse filter and a fine filter, located on opposite sides of the conveying mechanism 22. The coarse filter is located at the inlet of the gear pump 11 and is used to filter larger impurity particles in the oil. The fine filter is located at the outlet of the gear pump 11 and further filters the hydraulic oil. Preferably, in this example, the fine filter is equipped with a sensor that can detect whether the fine filter is clogged and prompt for filter element replacement.
[0023] 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 parallel multi-motor multi-speed transmission, characterized in that: The device includes a housing with two drive groups connected in parallel. An output shaft is disposed inside the housing. Each drive group includes two drive motors and an intermediate transmission shaft. The main shafts of the two drive motors are equipped with two drive gears, one large and one small. The intermediate transmission shaft is equipped with a driven gear corresponding to the drive gears. The drive gears and driven gears are in a speed reduction transmission relationship. A clutch is disposed between the driven gears and the intermediate transmission shaft. A transmission gear is disposed on the intermediate transmission shaft. An output gear is disposed on the output shaft corresponding to the transmission gear, and the output gear simultaneously meshes with the two transmission gears.
2. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: The transmission gear and the output gear are a speed reduction transmission.
3. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: The driven gear is larger than the transmission gear.
4. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: The two clutches on the same intermediate drive shaft are nested clutches, including an inner clutch inner ring, a common ring for inner and outer clutches, and an outer clutch outer ring. Two driven gears are respectively connected to the inner clutch inner ring and the outer clutch outer ring. The inner clutch inner ring is rotatably connected to the intermediate drive shaft, the common ring for inner and outer clutches is fixedly connected to the intermediate drive shaft, and the outer clutch outer ring is rotatably connected to the common ring for inner and outer clutches. An inner friction plate group is provided between the inner clutch inner ring and the common ring for inner and outer clutches, and an outer friction plate group is provided between the outer clutch outer ring and the common ring for inner and outer clutches. Both the inner and outer friction plate groups include several cross-arranged moving and stationary friction plates. The stationary friction plates of the inner and outer friction plate groups are connected to the inner and outer sides of the common ring of the inner and outer clutches respectively by splines. The moving friction plates of the inner and outer friction plate groups are connected to the inner ring of the inner clutch and the outer ring of the outer clutch respectively by splines. The moving and stationary friction plates can slide axially through the splines. It also includes an inner clutch piston and an outer clutch piston corresponding to the inner friction plate group and the outer friction plate group, and both the inner clutch piston and the outer clutch piston are provided with return springs. Both the inner clutch piston and the outer clutch piston are hydraulically driven.
5. The dual-AT parallel multi-motor multi-speed transmission according to claim 4, characterized in that: The inner and outer clutches share a common ring with two closed inner and outer drive chambers respectively. The inner clutch piston slides in the inner drive chamber and the outer clutch piston slides in the outer drive chamber. The inner and outer drive chambers are respectively connected to hydraulic channels, which are located on the intermediate transmission shaft.
6. The dual-AT parallel multi-motor multi-speed transmission according to claim 4, characterized in that: The common ring of the inner and outer clutches is provided with inner and outer retaining rings corresponding to the inner friction plate group and the outer friction plate group, respectively, to limit the movement of the inner friction plate group and the outer friction plate group.
7. The dual-AT parallel multi-motor multi-speed transmission according to claim 1, characterized in that: Four clutches share a single hydraulic system for operation. This hydraulic system includes an oil tank, a conveying mechanism, and a multi-layer manifold. The multi-layer manifold contains a first pipeline connecting the oil tank and the conveying mechanism. Two two-position four-way valves Y1 and Y5 are installed on the multi-layer manifold. Two branch pipelines connect to the first pipeline, each connecting to port four of the two-position four-way valves Y1 and Y5. Ports one and three of the two-position four-way valves Y1 and Y5 are connected to two clutches via two second pipelines. Ports two of the two-position four-way valves Y1 and Y5 are interconnected via a third pipeline. Normally open two-position two-way valves Y4 and Y6 are installed on the two branch pipelines. A cooling pipeline connects the first and third pipelines, containing a cooler to cool the hydraulic oil. A two-position two-way valve Y3 is installed on the cooling pipeline. An accumulator is connected to the first pipeline.
8. The dual-AT parallel multi-motor multi-speed transmission according to claim 7, characterized in that: An overflow pipe is provided between the pipeline and the oil tank, and an overflow valve is installed on the overflow pipe.
9. The dual-AT parallel multi-motor multi-speed transmission according to claim 7, characterized in that: The pipeline is equipped with a normally open, one-way, two-position valve Y2, with the one-way flow direction being from the oil tank to the clutch.
10. The dual-AT parallel multi-motor multi-speed transmission according to claim 7, characterized in that: A two-position three-way valve Y7 is installed on the cooling pipeline. Its valve port one and valve port two are connected to the cooling pipeline, and its valve port three is connected to the oil tank through the return pipeline.