Auxiliary drive mechanism for new energy vehicle

Abstract

An auxiliary drive mechanism for a new energy vehicle, comprising a main motor, a speed reducer and a differential mechanism, and further comprising an auxiliary motor and a multi-speed transmission. The multi-speed transmission comprises a housing, an auxiliary drive shaft, an intermediate shaft and a connecting shaft; the auxiliary drive shaft is connected to the auxiliary motor; a plurality of first-stage speed reduction gear sets are provided between the auxiliary drive shaft and the intermediate shaft; a clutch is provided on the auxiliary drive shaft; the clutch enables only one of the first-stage speed reduction gear sets to transmit power of the auxiliary motor or disconnects power between the auxiliary drive shaft and the intermediate shaft; a pair of transmission gear sets are provided between the intermediate shaft and the connecting shaft; one end of the connecting shaft is detachably connected to the main motor, and the other end of the connecting shaft is connected to an input shaft of the speed reducer. When the vehicle travels at a low speed, the vehicle can be driven by the auxiliary motor, thereby saving electricity.

Description

A new energy vehicle auxiliary drive mechanism Technical Field

[0001] The utility model belongs to the technical field of automobile transmission, and more specifically relates to an auxiliary drive mechanism for a new energy vehicle. Background Art

[0002] In the past, most new energy vehicles used a motor connected to a reducer (speed transmission), which was then connected to the vehicle's differential to drive the vehicle's wheels (as shown in Figure 2). However, this driving method causes the vehicle to travel at a low speed (20-30 km / h) in the low-speed range (urban streets), causing the motor to operate at a low efficiency, resulting in higher power consumption at low speeds than at a constant speed.

[0003] Utility Model Content

[0004] In view of the shortcomings of the existing technology, the utility model provides a new energy vehicle auxiliary drive mechanism, which adds an auxiliary drive to the original drive structure to save power consumption when the vehicle is traveling at low speed.

[0005] To achieve the above-mentioned objectives, the present utility model provides the following technical solutions: an auxiliary drive mechanism for a new energy vehicle, comprising a main motor, a reducer and a differential, and also comprising an auxiliary motor and a multi-speed transmission, wherein the multi-speed transmission comprises a housing, an auxiliary drive shaft, an intermediate shaft and a connecting shaft, wherein the auxiliary drive shaft is connected to the auxiliary motor, and several first-stage reduction gear sets are arranged between the auxiliary drive shaft and the intermediate shaft, and a clutch is arranged on the auxiliary drive shaft, through which only one group of first-stage reduction gear sets is transmitted to the auxiliary motor or the power between the auxiliary drive shaft and the intermediate shaft is disconnected, and a pair of transmission gear sets is arranged between the intermediate shaft and the connecting shaft, one end of the connecting shaft is detachably connected to the main motor, and the other end of the connecting shaft is connected to the input shaft of the reducer.

[0006] Furthermore, a transmission gear set of the same level is provided between the auxiliary drive shaft and the intermediate shaft, and the transmission gear set includes two gears of the same level, and the two gears of the same level are respectively connected to the auxiliary drive shaft and the intermediate shaft.

[0007] Furthermore, the primary reduction gear set includes a first gear and a second gear, the first gear is located on the auxiliary drive shaft, the second gear is located in the middle, and the first gear is smaller than the second gear.

[0008] Furthermore, the transmission gear set is a two-stage reduction gear set, and the two-stage reduction gear set includes a third gear and a fourth gear, the third gear is located behind the intermediate shaft, and the fourth gear is located on the connecting shaft.

[0009] Compared with the prior art, the beneficial effects of the present invention are: when the vehicle is traveling in a low-speed range, the main motor stops, the auxiliary motor drives the auxiliary drive shaft to rotate, the clutch controls one of the first-stage reduction gear groups to transmit power to the intermediate shaft, and then the second-stage reduction gear between the intermediate shaft and the connecting shaft transmits the power to the reducer, and then the reducer transmits the power to the differential and wheels. In this way, when the vehicle is traveling at a low speed, it is only driven by the auxiliary motor with lower power, and after multi-stage reduction, it can meet the power of the vehicle at a low speed, thereby saving the vehicle's power consumption when traveling at a low speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] FIG1 is a schematic structural diagram of the auxiliary drive mechanism of a new energy vehicle according to the present invention;

[0011] FIG2 is a schematic diagram of a drive structure in the prior art.

[0012] Reference numerals: main motor 1; reducer 2; differential 3; auxiliary motor 4; housing 5; auxiliary drive shaft 6; intermediate shaft 7; connecting shaft 8; primary reduction gear set 9; clutch 10; same-level transmission gear set 11; secondary reduction gear set 12. DETAILED DESCRIPTION

[0013] In the description of the present invention, it should be noted that, for directional words, such as the terms "center", "horizontal (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and so on, indicating directions and positional relationships are based on the directions or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and cannot be understood as limiting the specific protection scope of the present invention.

[0014] 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. Therefore, the terms "first" and "second" may explicitly or implicitly refer to one or more of these features. In the description of this utility model, "several" and "a number" mean two or more, unless otherwise specifically defined.

[0015] The present invention will be further described with reference to FIG1 and FIG2 .

[0016] An auxiliary drive mechanism for a new energy vehicle includes a main motor 1, a reducer 2 and a differential 3, and also includes an auxiliary motor 4 and a multi-speed transmission. The multi-speed transmission includes a housing 5, an auxiliary drive shaft 6, an intermediate shaft 7 and a connecting shaft 8. The auxiliary drive shaft 6 is connected to the auxiliary motor 4. Several first-stage reduction gear sets 9 are arranged between the auxiliary drive shaft 6 and the intermediate shaft 7. A clutch 10 is provided on the auxiliary drive shaft 6. The clutch 10 enables only one group of first-stage reduction gear sets 9 to transmit the power of the auxiliary motor 4 or disconnect the power between the auxiliary drive shaft 6 and the intermediate shaft 7. A pair of transmission gear sets is provided between the intermediate shaft 7 and the connecting shaft 8. One end of the connecting shaft 8 is detachably connected to the main motor 1, and the other end of the connecting shaft 8 is connected to the input shaft of the reducer 2.

[0017] In this embodiment, preferably, when the auxiliary drive motor is running, the connecting shaft 8 is separated from the main motor 1 to prevent power from being transferred to the main motor 1 in reverse.

[0018] As shown in FIG1 , in this embodiment, preferably, a transmission gear set 11 of the same level is provided between the auxiliary drive shaft 6 and the intermediate shaft 7 , and the transmission gear set includes two gears of the same level, and the two gears of the same level are respectively connected to the auxiliary drive shaft 6 and the intermediate shaft 7 .

[0019] As shown in FIG1 , in this embodiment, preferably, the first-stage reduction gear set 9 includes a first gear and a second gear, the first gear is located on the auxiliary drive shaft 6 , the second gear is located in the middle, and the first gear is smaller than the second gear.

[0020] As shown in FIG. 1 , in this embodiment, preferably, the transmission gear set is a two-stage reduction gear set 12 , and the two-stage reduction gear set 12 includes a third gear and a fourth gear. The third gear is located behind the intermediate shaft 7 , and the fourth gear is located on the connecting shaft 8 .

[0021] As shown in Figure 1, when the vehicle is traveling in the low-speed range, the main motor 1 stops, the auxiliary motor 4 drives the auxiliary drive shaft 6 to rotate, and the clutch 10 controls one of the first-stage reduction gear sets 9 to transmit power to the intermediate shaft 7, and then the second-stage reduction gear between the intermediate shaft 7 and the connecting shaft 8 transmits the power to the reducer 2, and then the reducer 2 transmits the power to the differential 3 and the wheels. In this way, when the vehicle is traveling at low speed, it is only driven by the auxiliary motor 4 with lower power, and after multi-stage reduction, it can meet the power of the vehicle at low speed, thereby saving the vehicle's power consumption when traveling at low speed.

[0022] In this embodiment, preferably, the power saving effect is more obvious in high-power vehicles such as sports cars with large excess driving force.

[0023] In this embodiment, preferably, the auxiliary drive mechanism can be equipped with the auxiliary motor 4 and the multi-stage transmission without modifying the original drive mechanism.

[0024] Improvement table after installing auxiliary drive unit:

[0025] Take a two-speed transmission as an example:

[0026] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiment. All technical solutions based on the concept of the present invention are within the scope of protection of the present invention. It should be noted that for those skilled in the art, certain improvements and modifications that do not depart from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A new energy vehicle auxiliary drive mechanism, comprising a main motor, a reducer and a differential, characterized in that: It also includes an auxiliary motor and a multi-speed transmission, the multi-speed transmission includes a housing, an auxiliary drive shaft, an intermediate shaft and a connecting shaft, the auxiliary drive shaft is connected to the auxiliary motor, a plurality of primary reduction gear sets are arranged between the auxiliary drive shaft and the intermediate shaft, a clutch is arranged on the auxiliary drive shaft, and the clutch enables and only enables one group of primary reduction gear sets to transmit the power of the auxiliary motor or disconnect the power between the auxiliary drive shaft and the intermediate shaft, a pair of transmission gear sets are arranged between the intermediate shaft and the connecting shaft, one end of the connecting shaft is detachably connected to the main motor, and the other end of the connecting shaft is connected to the input shaft of the reducer.

2. The auxiliary drive mechanism for new energy vehicles according to claim 1, characterized in that: A transmission gear set of the same level is arranged between the auxiliary drive shaft and the intermediate shaft. The transmission gear set includes two gears of the same level, and the two gears of the same level are respectively connected to the auxiliary drive shaft and the intermediate shaft.

3. The auxiliary drive mechanism for new energy vehicles according to claim 2, characterized in that: The primary reduction gear set includes a first gear and a second gear, the first gear is located on the auxiliary drive shaft, the second gear is located in the middle, and the first gear is smaller than the second gear.

4. The auxiliary drive mechanism for new energy vehicles according to claim 3, characterized in that: The transmission gear set is a two-stage reduction gear set, which includes a third gear and a fourth gear. The third gear is located behind the intermediate shaft, and the fourth gear is located on the connecting shaft.

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