CN104948716B - A longitudinal dual-motor power shift transmission - Google Patents

Abstract

The invention discloses a vertical dual-motor power shift transmission. The transmission uses two motors as power input, and ensures that the power is not interrupted during the shifting process by rationally arranging the fixed shaft gear and the gear sleeve; During the gearing process, the motor actively adjusts the speed difference so that the motor can work in a more suitable working range, which meets the special working conditions of frequent starting and stopping of urban buses. The gearshift transmission includes: motor A, motor B, a gearbox main box module, a reducer module and an output shaft. Its working principle is: the power of motor A and motor B is input to the gearbox main box module through an input shaft respectively. The gearbox main box module couples the power of motor A and motor B through a multi-free fixed-axis gear mechanism, and realizes 5 matching gears respectively. The reducer module realizes the function of further reducing speed and increasing torque.

Description

A longitudinal dual-motor power shift transmission

technical field

The invention relates to a shift transmission, in particular to a dual-motor power shift transmission, which belongs to the field of power transmission.

Background technique

In the face of increasingly serious environmental pollution and energy crisis, energy conservation and environmental protection have become an important direction of automobile development. As an important part of urban automobiles, urban public transport vehicles have become the most important part of urban transportation. However, traditional urban public transport vehicles generally use diesel as fuel, causing pollution to urban air. With the rapid increase of the number of cars in our country, the situation of cars running in the city is stop-and-go, and the speed is not high. Pure electric vehicles are more suitable for this kind of working conditions. The pure electric city bus is a vehicle powered by electricity, which is engaged in transportation and other work, and has the advantages of zero pollution, zero emission and reduced energy costs. In order to increase the transmission ratio range of the pure electric urban bus drive motor, improve the power utilization rate of the motor or the high-efficiency operating range, the main drive motor is often matched with a multi-speed AMT gearbox, but there is power interruption during the shifting process, and the shifting comfort is not enough. Good and other issues.

Patent CN202319954U discloses a dual-motor power coupling driving device. In the process of using dual-motor shifting in the driving device, it is impossible to ensure that the shifting power is not interrupted; patent CN102959210A discloses a dual-clutch transmission. In order to ensure that the power is not interrupted during the shifting process, but it is driven by a single motor, making it less efficient at low loads.

Contents of the invention

In view of this, the present invention provides a vertical dual-motor power shift transmission, which can ensure that the power is not interrupted during the sequential shifting process and at the same time ensure that the motors have a more efficient working range when the load is low.

The vertical dual-motor power shift transmission includes: a motor A, a motor B, a gearbox main box module, a reducer module and an output shaft.

The gearbox main box module adopts a four-shaft arrangement, which includes input shaft A, input shaft B, intermediate shaft and gearbox main box output shaft; wherein the input shaft A is used for the power input of the motor A, and the input shaft B It is used for the power input of the motor B; in addition, the gearbox main box module includes four pairs of gears and five shift gear sleeves.

The connection relationship is as follows: the input shaft A is coaxially sleeved on the output shaft of the gearbox main box through the shift gear sleeve; the intermediate shaft is coaxially sleeved on the input shaft B through the shift gear sleeve, and the The input shaft B is parallel to the input shaft A; the input shaft A is connected to the gear A; from the power input end: the gear F and the gear H are sequentially connected on the input shaft B, and the gear B is sequentially connected on the intermediate shaft and gear D, wherein the gear B meshes with the gear A; gear C, gear E, and gear G each pass through a gear shift sleeve and are sequentially vacantly sleeved on the output shaft of the gearbox main box; wherein the gear C and the gear D meshes, gear E meshes with gear F, and gear G meshes with gear H; the power output end of the output shaft of the gearbox main box is connected to the output shaft through a reducer module;

The reducer module is used to reduce the speed and increase the torque of the received power.

The reducer module includes: a ring gear, a planet carrier and a sun gear; the power output end of the output shaft of the gearbox main box is connected to the planetary sun gear, and the ring gear is fixedly connected to the gearbox case , the planet carrier is connected with the output shaft. Beneficial effect:

(1) The shift transmission uses two motors as power input, and through the reasonable arrangement of the fixed shaft gear and the gear sleeve, the transmission can maintain power without interruption during the sequential shift process, which can improve the power performance of the vehicle.

(2) During the shifting process, the two motors are coordinated and controlled, actively adjusting the speed difference so that the motor can work in a more suitable working range, improve the power performance, improve the shift quality, improve the fuel economy of the vehicle, and meet the needs of frequent urban buses Special working conditions for starting and stopping.

(3) The electric motor is used as the power source, and the electric motor can provide the electric reverse gear function, cancel the reverse gear pair, and improve the compactness of the gear mechanism.

(4) It is driven by dual motors. When the load is light, one motor is used, and when the load is high, two motors are used, which can improve the high-efficiency range of the motor.

Description of drawings

Fig. 1 is a schematic diagram of the transmission scheme of the vertical dual-motor power shift transmission;

Fig. 2 is a power flow diagram of the first gear of the transmission scheme of the vertical dual-motor power shift transmission;

Fig. 3 is the power flow diagram of the second gear of the transmission scheme of the vertical dual-motor power shift transmission;

Fig. 4 is the 3rd gear power flow diagram of the transmission scheme of the vertical dual-motor power shift transmission;

Fig. 5 is the 4th gear power flow diagram of the transmission scheme of the vertical dual-motor power shift transmission;

Fig. 6 is a power flow diagram of the 5th gear of the transmission scheme of the vertical dual-motor power shift transmission.

Among them: 1-motor A, 2-motor B, 3-input shaft A, 4-input shaft B, 5-gear A, 6-gear B, 7-intermediate shaft, 8-shift gear sleeve A, 9-shift gear cover B, 10-gear C, 11-gear D, 12-output shaft of gearbox main box, 13-shift gear cover C, 14-gear E, 15-gear F, 16-shift gear cover D, 17-shift gear sleeve E, 18-gear G, 19-gear H, 20-ring gear, 21-planet carrier, 22-sun gear, 23-output shaft, 100-transmission main box module, 200-reducer module.

detailed description

The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments.

This embodiment provides a vertical double motor power shift transmission, the transmission uses two motors as power input, and the rational arrangement of the fixed shaft gear and the gear sleeve keeps the power uninterrupted during the shifting process; During the shifting process, the motor actively adjusts the speed difference so that the motor can work in a more suitable working range, which meets the special working conditions of urban buses that frequently start and stop.

The shift transmission includes: a motor A1 , a motor B2 , a gearbox main box module 100 , a reducer module 200 and an output shaft 23 , as shown in FIG. 1 .

The gearbox main box module 100 includes four pairs of gears (respectively gear A-gear H) and five shift gear sleeves (respectively gear shift gear A-shift gear E). The transmission main box module 100 adopts a four-shaft arrangement, that is, the input shaft A3, the input shaft B4, the intermediate shaft 7 and the transmission main box output shaft 12; wherein the input shaft A3 is used to realize the power input of the motor A1, and the input shaft B4 is used to realize the power input of the electric motor B2. The connection relationship is as follows: the input shaft A3 is coaxially arranged with the output shaft 12 of the gearbox main box, and the input shaft A3 is vacantly sleeved on the output shaft 12 of the gearbox main box through the gear shift sleeve A8. The input shaft B4 is arranged coaxially with the intermediate shaft 7 and is parallel to the input shaft A3. The intermediate shaft 7 is vacantly sleeved on the input shaft B4 through the shift gear sleeve C13. The input shaft A3 is connected to the gear A5; from the power input end: a gear F15 and a gear H19 are sequentially connected on the input shaft B4, and a gear B6 and a gear D11 are sequentially connected on the intermediate shaft 7, wherein the gear B6 and the gear D11 are connected in sequence. The gear A5 meshes. From the power input end, the gear C10 passes through the shift gear sleeve B9, the gear E14 passes through the shift gear sleeve D16, and the gear G18 passes through the shift gear sleeve E17 on the output shaft 12 of the gearbox main box. The gear C10 is meshed with the gear D11, the gear E14 is meshed with the gear F15, and the gear G18 is meshed with the gear H19. The power output end of the output shaft 12 of the gearbox main box is connected with the reducer module 200 .

The reducer module 200 includes: a ring gear 20 , a planet carrier 21 and a sun gear 22 . Wherein the power output end of the output shaft 12 of the gearbox main box is connected with the planetary sun gear 22 , the ring gear 20 is fixedly connected with the gearbox casing, and the planetary row carrier 21 of the gearbox is connected with the output shaft 23 .

The working principle of the shift transmission is as follows: the power of the electric motor A1 and the electric motor B2 is input into the gearbox main box module 100 through the input shaft A3 and the input shaft B4 respectively. The gearbox main box module 100 couples the power of the motor A1 and the motor B2 through a multi-free fixed shaft gear mechanism, and realizes five matching gears respectively. The speed reducer module 200 realizes a further function of reducing speed and increasing torque.

The sequential shift process of the transmission and the power flow in each gear are:

(1) 1st gear

At this time, the shift gear sleeve C13 and the shift gear sleeve E17 work, that is, the shift gear sleeve C13 is combined with the intermediate shaft 7 and the input shaft B4, and the shift gear sleeve E17 is combined with the gear G18 and the output shaft 12 of the gearbox main box. The power flow in this gear position is: the power of the motor A1 is transmitted to the gear A5 through the input shaft A3, the gear A5 meshes with the gear B6, and then is transmitted to the input shaft B4 through the gear B6. After the power transmitted to the input shaft B4 is coupled with the power of the motor B2, it is sequentially transmitted to the output shaft 12 of the gearbox main box through the gear H19 and the gear G18, and finally output to the output shaft 23 after being decelerated and increased by the reducer module 200; Figure 2 shows.

(2) 2nd gear

When shifting from 1st gear to 2nd gear, the two motors continue to output power, and the shift gear sleeve C13 stops working, the intermediate shaft 7 and the input shaft B4 are disengaged; the shift gear sleeve B9 works, that is, the shift gear sleeve B9 combines gear C10 and Transmission main box output shaft 12. Since the shift gear sleeve E17 continues to work during the shifting process, the power of the motor B2 is transmitted to the output shaft 12 of the gearbox main box through the gear H19 and the gear G18 in sequence, thereby ensuring that the power is not interrupted during the shifting process.

The power flow in this gear position is: the power of the motor A1 is transmitted to the gear A5 through the input shaft A3, and then input to the output shaft 12 of the gearbox main box through the gear B6, gear D11 and gear C10 in turn; and the coupling is sequentially passed through the input shaft After B4, gear H19 and gear G18 are input to the power of the motor B2 of the output shaft 12 of the gearbox main box, the power is output to the output shaft 23 through the deceleration and torque increase of the reducer module 200, as shown in FIG. 3 .

(3) 3rd gear

When changing from 2nd gear to 3rd gear, the two motors continue to output power, the shift gear sleeve E17 stops working, the gear G18 and the output shaft 12 of the gearbox main box are separated; the gear shift gear D16 works, combined with the gear E14 and the gearbox main box output shaft 12. Since the shift gear sleeve B9 continues to work during the shifting process, the power of the motor A1 is transmitted to the gear A5 through the input shaft A3, and then input to the output shaft 12 of the gearbox main box through the gear B6, gear D11 and gear C10 in turn, thus Ensure that the power is not interrupted during the shifting process.

The power flow in this gear position is: the power of the motor A1 is transmitted to the gear A5 through the input shaft A3, and then input to the output shaft 12 of the gearbox main box through the gear B6, gear D11 and gear C10 in turn; and the coupling is sequentially passed through the input shaft After B4, gear F15 and gear E14 are input to the power of the motor B2 of the output shaft 12 of the gearbox main box, the power is output to the output shaft 23 through the deceleration and torque increase of the reducer module 200, as shown in FIG. 4 .

(4) 4 gears

When shifting from 3rd gear to 4th gear, the two motors continue to output power, the shift gear sleeve B9 stops working, the gear C10 and the output shaft 12 of the gearbox main box are separated; the gear shift gear sleeve A8 works, that is, the gear gear sleeve A8 is combined with the input Shaft A3 and gearbox main box output shaft 12. Since the shift gear sleeve D16 continues to work during the shifting process, the power of the motor B2 is input to the output shaft 12 of the gearbox main box through the input shaft B4, the gear F15 and the gear E14 in sequence, thereby ensuring that the power is not interrupted during the shifting process.

The power flow in this gear is: the power of the motor A1 is directly input to the output shaft 12 of the gearbox main box through the input shaft 3, and is coupled to the output shaft of the gearbox main box through the input shaft B4, gear F15 and gear E14 in sequence The power of the motor B2 of 12 is output to the output shaft 23 through the deceleration and torque increase of the variable speed reducer module 200, as shown in FIG. 5 .

(5) 5 gears

When shifting from 4th gear to 5th gear, the two motors continue to output power, the shift gear sleeve D16 stops working, the gear E14 and the output shaft 12 of the gearbox main box are separated; the shift gear sleeve C13 works, that is, the shift gear sleeve C13 combines with the middle Shaft 7 and gearbox main box output shaft 12. Since the shift gear sleeve A8 continues to work during the shifting process, the power of the motor A1 is directly input to the output shaft 12 of the gearbox main box through the input shaft 3, thereby ensuring that the power is not interrupted during the shifting process.

The power flow in this gear is: the power of the motor A1 is input through the input shaft A3, and coupled with the power of the motor B2 input to the input shaft A3 through the input shaft B4, intermediate shaft 7, gear B6, and gear A5 in sequence, It is directly input to the output shaft 12 of the gearbox main box, and finally output to the output shaft 23 after being decelerated by the reducer module 200 to increase the torque, as shown in FIG. 6 .

To sum up, the above are only preferred embodiments of the present invention, and are not intended to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims (2)

1. A vertical dual-motor power shift transmission is characterized in that it comprises: motor A (1), motor B (2), gearbox main box module (100), speed reducer module (200) and output shaft ( twenty three); The gearbox main box module (100) adopts a four-shaft arrangement, including input shaft A (3), input shaft B (4), intermediate shaft (7) and gearbox main box output shaft (12); wherein The input shaft A (3) is used for the power input of the motor A (1), and the input shaft B (4) is used for the power input of the motor B (2); in addition, the gearbox main box module (100) includes four pairs of gear pairs and five gear sleeves; The connection relationship is: the input shaft A (3) is coaxially sleeved on the output shaft (12) of the gearbox main box through the shift gear sleeve; the intermediate shaft (7) is coaxially sleeved through the shift gear sleeve On the input shaft B (4), and the input shaft B (4) is parallel to the input shaft A (3); the input shaft A (3) is connected to the gear A (5); from the power input end: at the Gear F (15) and gear H (19) are sequentially connected to the input shaft B (4), and gear B (6) and gear D (11) are sequentially connected to the intermediate shaft (7), wherein the gear B (6) meshes with the gear A (5); gear C (10), gear E (14), and gear G (18) each pass through a shift gear sleeve and are sequentially idling on the output shaft of the gearbox main box (12 ); where the gear C (10) is meshed with the gear D (11), the gear E (14) is meshed with the gear F (15), the gear G (18) is meshed with the gear H (19); the main gearbox The power output end of the box output shaft (12) is connected to the output shaft (23) through the reducer module (200); The reducer module (200) is used to reduce the speed and increase the torque of the received power. 2. The longitudinal dual-motor power shift transmission according to claim 1, characterized in that, the reducer module (200) comprises: a ring gear (20), a planetary carrier (21) and a sun gear (22); Wherein the power output end of the main box output shaft (12) of the gearbox is connected to the sun gear (22), the ring gear (20) is fixedly connected to the gearbox casing, and the planet carrier (21) is connected to the gearbox casing. Output shaft (23) links to each other.