CN214396414U - Dual motor pulley-side reduction type variable speed transmission for electrically driven vehicle - Google Patents
Dual motor pulley-side reduction type variable speed transmission for electrically driven vehicle Download PDFInfo
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- CN214396414U CN214396414U CN202022854477.XU CN202022854477U CN214396414U CN 214396414 U CN214396414 U CN 214396414U CN 202022854477 U CN202022854477 U CN 202022854477U CN 214396414 U CN214396414 U CN 214396414U
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Abstract
The utility model provides a bi-motor band pulley limit deceleration formula variable speed transmission for electric drive vehicle belongs to electric automobile transmission technical field. The vehicle comprises two output shafts which are respectively connected with power gear trains at two ends of a vehicle, and also comprises two driving mechanisms which are respectively used for driving the two output shafts to rotate, wherein a wheel edge speed reduction system is also arranged between the power gear trains and the output shafts. The driving mechanism can output power to the power wheel train through the wheel-side speed reducing system, and the wheel-side speed reducing system can transmit the rotating speed and the torque output by the driving mechanism to the wheels after the rotating speed and the torque are reduced and increased, so that the wheels generate larger driving force under the reaction of the ground adhesion.
Description
Technical Field
The utility model belongs to the technical field of electric automobile transmission, a bi-motor band pulley limit deceleration formula variable speed transmission for electric drive vehicle is related to.
Background
The new energy automobile adopts unconventional automobile fuel as a power source or conventional automobile fuel, adopts a novel vehicle-mounted power device, integrates advanced technologies in the aspects of power control and driving of the automobile, forms an automobile with advanced technical principle, new technology and new structure, mostly adopts an electric driving mode, but an electric automobile transmission system in the prior art is directly connected with a driving wheel train, and the phenomenon of insufficient driving force caused by insufficient friction with the bottom surface often occurs.
In order to overcome the deficiencies of the prior art, various solutions have been proposed through continuous research, such as a chinese patent which discloses a variable speed transmission [ application number: 201810623091.2] comprising a plurality of drive balls, an input ring and an output ring cooperating with the drive balls, a positioning shaft about which the drive balls rotate, and an adjustment ring for controlling the oscillation of the positioning shaft, the input ring being in contact with the drive balls at a maximum rotation radius in an initial state.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the above-mentioned problem, provide a bi-motor band pulley limit speed reduction formula variable speed transmission for electric drive vehicle.
In order to achieve the above purpose, the utility model adopts the following technical proposal:
the utility model provides a bi-motor band pulley limit speed reduction formula variable speed transmission for electric drive vehicle, includes two output shafts that link to each other with vehicle both ends power train respectively, still includes two actuating mechanism that are used for driving two output shaft pivoted respectively, power train and output shaft between still be equipped with wheel limit deceleration system.
In the above dual-motor belt-wheel-side speed-reducing type variable-speed transmission device for an electrically-driven vehicle, the wheel-side speed reducing system includes a wheel-side speed reducer, and the wheel-side speed reducer is arranged in the power wheel train and connected with the outer end of the output shaft.
In the above dual-motor belt-wheel-side speed-reducing type variable transmission device for an electrically driven vehicle, a gear shifting assembly having a first transmission path and a second transmission path is further arranged between the driving mechanism and the wheel-side speed reducing system, one end of the gear shifting assembly is connected with the driving mechanism, and the other end of the gear shifting assembly is connected with the wheel-side speed reducing system.
In the above dual-motor pulley-edge speed-reducing type variable transmission device for an electrically driven vehicle, the shift assembly includes a plurality of transmission shafts and a plurality of transmission gears arranged on the transmission shafts, and further includes a transmission path selection assembly arranged on the transmission shafts and fixedly and axially slidably connected with the transmission shafts in the circumferential direction, and the sliding transmission path selection assembly can couple or decouple the transmission path selection assembly with the transmission gears.
In the above dual-motor belt-pulley-edge speed-reducing type variable transmission device for an electrically driven vehicle, the transmission path selection assembly includes a spline fixedly connected to the transmission shaft and a slidable gear sleeve fixedly axially slidably connected to the spline in a circumferential direction, and the slidable gear sleeve can be slid to couple or decouple the slidable gear sleeve with or from the transmission gear.
In the above-mentioned two motor pulley limit speed reduction formula variable speed drive device for electric drive vehicle, the subassembly of shifting include the connecting axle that links to each other with actuating mechanism, the overhead cover of connecting axle have drive gear and No. two drive gears, transmission route selection subassembly set up on connecting axle and lie in between drive gear and No. two drive gears, the output shaft on link firmly No. three drive gears and No. four drive gears, the outer end gear of drive gear mesh with No. three drive gears and the inner gear can with transmission route selection subassembly coupling or decoupling, the outer end gear of No. two drive gears mesh with No. four drive gears and the inner gear can with transmission route selection subassembly coupling or decoupling.
In the above-mentioned dual-motor pulley edge speed-reducing type variable speed transmission device for an electrically driven vehicle, the first connecting shaft and the output shaft are arranged in parallel, and the first transmission gear, the second transmission gear, the third transmission gear and the fourth transmission gear are straight gears.
In the above dual-motor belt-pulley-edge speed-reducing type speed-changing transmission device for an electrically-driven vehicle, the first transmission path includes a first connecting shaft, a transmission path selection assembly, a first transmission gear, a third transmission gear and an output shaft.
In the above dual-motor pulley-side reduction type speed change transmission device for an electrically driven vehicle, the second transmission path includes a first connecting shaft, a transmission path selection assembly, a second transmission gear, a fourth transmission gear and an output shaft.
In the above dual-motor pulley-side reduction type speed change transmission for an electrically driven vehicle, two of the driving mechanisms are arranged in parallel, and the driving mechanisms include motors.
Compared with the prior art, the utility model has the advantages of:
1. the driving mechanism can output power to the power wheel train through the wheel-side speed reducing system, and the wheel-side speed reducing system can transmit the rotating speed and the torque output by the driving mechanism to the wheels after the rotating speed and the torque are reduced and increased, so that the wheels generate larger driving force under the reaction of the ground adhesion.
2. The power wheel trains at the two ends of the vehicle are driven by the two driving mechanisms, the traditional differential mechanism structure and the whole axle structure are omitted, power is directly transmitted to the power wheel trains at the two ends of the vehicle through the gear shifting assembly by the driving mechanisms, the space of a chassis is saved, the weight of the whole axle is reduced, and the performance of the vehicle is further improved.
3. The utility model discloses a transmission simple structure is compact, the installation setting of being convenient for.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention.
Drawings
Fig. 1 is a schematic view of the overall structure provided by the present invention.
Detailed Description
As shown in fig. 1, the dual-motor belt wheel edge speed-reducing type variable speed transmission device for the electrically driven vehicle comprises two output shafts 2 respectively connected with power wheel trains at two ends of the vehicle, and further comprises two driving mechanisms 3 respectively used for driving the two output shafts 2 to rotate, wherein a wheel edge speed reducing system 5 is further arranged between the power wheel trains and the output shafts 2.
In this embodiment, the driving mechanism can output power to the power train through the hub reduction system 5, and the hub reduction system 5 can transmit the rotating speed and the torque output by the driving mechanism to the wheels after the rotating speed and the torque are reduced and increased, so that the wheels generate larger driving force under the reaction of the ground adhesion.
The power wheel trains at the two ends of the vehicle are driven by the two driving mechanisms, the traditional differential mechanism structure and the whole axle structure are omitted, power is directly transmitted to the power wheel trains at the two ends of the vehicle through the gear shifting assembly by the driving mechanisms, the space of a chassis is saved, the weight of the whole axle is reduced, and the performance of the vehicle is further improved.
It will be appreciated by those skilled in the art that the drive mechanism may be a rotary cylinder, a motor, or the like.
Specifically, as shown in fig. 1, the hub reduction system 5 includes a hub reduction gear disposed within the power train and coupled to an outer end of the output shaft. The hub reduction gear can reduce the speed and increase the torque output by the driving mechanism, and then transmit the speed and the torque to the wheels through the output shaft 2, so that the wheels generate larger driving force under the reaction of the ground adhesion.
Preferably, as shown in fig. 1, a shift assembly 8 having a first transmission path 6 and a second transmission path 7 is further disposed between the driving mechanism 4 and the hub reduction system 5, wherein one end of the shift assembly 8 is connected to the driving mechanism 4, and the other end of the shift assembly 8 is connected to the hub reduction system 5. The gear shifting assembly can be switched between the first transmission path and the second transmission path, so that double gears can be correspondingly formed, double-motor two-gear speed change is realized, and the driving requirement of an electrically driven automobile is better met.
Specifically, as shown in fig. 1, the shift assembly 8 includes a plurality of transmission shafts, a plurality of transmission gears disposed on the transmission shafts, and a transmission path selection assembly 9 disposed on the transmission shafts and axially and fixedly connected to the transmission shafts in a sliding manner in the circumferential direction, and the sliding transmission path selection assembly 9 can couple or decouple the transmission path selection assembly 9 to or from the transmission gears. Different transmission gears on the transmission shaft driven by the transmission shaft are realized through the sliding transmission path selection assembly 9, so that the selection switching of the first transmission path and the second transmission path is realized.
Preferably, as shown in fig. 1, the transmission path selecting assembly 9 includes a slidable sleeve 10 fixedly connected to the transmission shaft and not shown in a spline drawing and fixedly axially slidably connected to the spline in a circumferential direction, and the slidable sleeve 10 is slidable to couple or decouple the slidable sleeve 10 with or from the transmission gear. When the slidable gear sleeve 10 is coupled with the transmission gear, the transmission shaft can drive the transmission gear to synchronously rotate.
As shown in fig. 1, the gear shift assembly 8 includes a first connecting shaft 11 connected to the driving mechanism 4, a first transmission gear 13 and a second transmission gear 14 are sleeved on the first connecting shaft 11, and the transmission gears and the transmission shafts can be connected through needle bearings. The transmission path selection assembly 9 is arranged on the first connecting shaft 11 and is positioned between the first transmission gear 13 and the second transmission gear 14, the output shaft 2 is fixedly connected with the third transmission gear 15 and the fourth transmission gear 16, an outer end gear of the first transmission gear 13 is meshed with the third transmission gear 15, an inner end gear of the first transmission gear 13 can be coupled or decoupled with the transmission path selection assembly 9, an outer end gear of the second transmission gear 14 is meshed with the fourth transmission gear 16, and the inner end gear of the second transmission gear can be coupled or decoupled with the transmission path selection assembly 9.
Preferably, as shown in fig. 1, the first connecting shaft 11 and the output shaft 2 are arranged in parallel to ensure the stability of transmission, and the first transmission gear 13, the second transmission gear 14, the third transmission gear 15 and the fourth transmission gear 16 are all straight gears to ensure that the first connecting shaft 11 and the output shaft 2 are in a parallel state.
Specifically, as shown in fig. 1, the first transmission path 6 includes a first connecting shaft 11, a transmission path selection assembly 9, a first transmission gear 13, a third transmission gear 15, and an output shaft 2. When the transmission path selection assembly 9 is coupled with the inner end gear of the first transmission gear, the gear is switched to the first transmission path, and the power of the driving mechanism is transmitted to the wheel reduction system 5 through the first connecting shaft 11, the transmission path selection assembly 9, the first transmission gear 13, the third transmission gear 15 and the output shaft 2.
Specifically, as shown in fig. 1, the second transmission path 7 includes a first connecting shaft 11, a transmission path selection assembly 9, a second transmission gear 14, a fourth transmission gear 16, and the output shaft 2. When the transmission path selection assembly 9 is coupled with the inner end gear of the second transmission gear, the gear is switched to the second transmission path, and the power of the driving mechanism is transmitted to the wheel reduction system 5 through the first connecting shaft 11, the transmission path selection assembly 9, the second transmission gear 14, the fourth transmission gear 16 and the output shaft 2.
Preferably, two of said driving mechanisms are arranged side by side, and the driving mechanism 4 comprises a motor. The drive mechanism is selected from motors in this embodiment.
The utility model discloses a theory of operation is: the driving mechanism can output power to the power wheel train through the wheel-side speed reducing system 5, and the wheel-side speed reducing system 5 can transmit the rotating speed and the torque output by the driving mechanism to the wheels after the rotating speed and the torque are reduced and increased, so that the wheels generate larger driving force under the reaction of the ground adhesion.
The power wheel trains at two ends of the vehicle are driven by two driving mechanisms, the traditional differential mechanism structure and whole axle structure are cancelled, the power is directly transmitted to the power wheel trains at two ends of the vehicle by the driving mechanisms through the gear shifting assembly, the chassis space is saved, the whole axle weight is reduced, the vehicle performance is further improved, the wheel reduction gear can transmit the rotating speed and the torque output by the driving mechanisms to the wheels through the output shaft 2 after the rotating speed and the torque are reduced and increased, so that the wheels generate larger driving force under the reaction of ground adhesive force, the gear shifting assembly can switch between a first transmission path and a second transmission path, namely, double gears can be correspondingly formed, double-motor two-gear speed change is realized, the driving requirement of an electrically driven vehicle is better met, the transmission shaft is realized to drive different transmission gears on the transmission shaft through the sliding transmission path selection assembly 9, and the selection switching of the first transmission path and the second transmission path is realized, when the slidable gear sleeve 10 is coupled with the transmission gear, the transmission shaft can drive the transmission gear to synchronously rotate.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications, additions and substitutions for the specific embodiments described herein may be made by those skilled in the art without departing from the spirit of the invention or exceeding the scope of the invention as defined in the accompanying claims.
Claims (10)
1. The utility model provides a two motor band pulley limit speed reduction formula variable speed transmission for electric drive vehicle, includes two output shafts (2) that link to each other with vehicle both ends power train respectively, its characterized in that still includes two actuating mechanism (3) that are used for driving two output shafts (2) pivoted respectively, power train and output shaft (2) between still be equipped with round limit deceleration system (5).
2. A dual-motor pulley-side reduction speed-change transmission for an electrically driven vehicle according to claim 1, wherein said pulley-side reduction system (5) comprises a pulley-side reducer disposed in the power train and connected to the outer end of the output shaft (2).
3. The dual-motor belt-wheel-side reduction type variable speed transmission device for the electrically driven vehicle according to claim 1 or 2, wherein a gear shifting assembly (8) with a first transmission path (6) and a second transmission path (7) is further arranged between the driving mechanism (3) and the wheel-side reduction system (5), one end of the gear shifting assembly (8) is connected with the driving mechanism (3), and the other end of the gear shifting assembly (8) is connected with the wheel-side reduction system (5).
4. The dual-motor belt-pulley-edge deceleration type variable-speed transmission device for the electrically-driven vehicle according to claim 3, wherein the gear shifting assembly (8) comprises a plurality of transmission shafts and a plurality of transmission gears arranged on the transmission shafts, and further comprises a transmission path selection assembly (9) arranged on the transmission shafts and fixedly and axially slidably connected with the transmission shafts in the circumferential direction, and the transmission path selection assembly (9) can be coupled or decoupled with the transmission gears by the sliding transmission path selection assembly (9).
5. The dual-motor pulley-side reduction transmission for an electrically driven vehicle according to claim 4, wherein the transmission path selection assembly (9) comprises splines fixedly connected to the transmission shaft and a slidable sleeve gear (10) fixedly axially slidably connected to the circumferential direction of the splines, and the slidable sleeve gear (10) is slidable to couple or decouple the slidable sleeve gear (10) with or from the transmission gear.
6. The dual-motor belt-wheel-edge deceleration type variable-speed transmission device for the electrically-driven vehicle according to claim 4, wherein the gear shifting assembly (8) comprises a first connecting shaft (11) connected with the driving mechanism (3), a first transmission gear (13) and a second transmission gear (14) are sleeved on the first connecting shaft (11), the transmission path selection assembly (9) is arranged on the first connecting shaft (11) and positioned between the first transmission gear (13) and the second transmission gear (14), a third transmission gear (15) and a fourth transmission gear (16) are fixedly connected to the output shaft (2), an outer end gear of the first transmission gear (13) is meshed with the third transmission gear (15), an inner end gear of the first transmission gear (13) can be coupled or decoupled with the transmission path selection assembly (9), an outer end gear of the second transmission gear (14) is meshed with the fourth transmission gear (16), and an inner end gear of the second transmission gear (14) can be coupled with the transmission path selection set The pieces (9) are coupled or decoupled.
7. The dual-motor belt-wheel-edge deceleration type variable-speed transmission device for the electrically-driven vehicle according to claim 6, wherein the first connecting shaft (11) and the output shaft (2) are arranged in parallel, and the first transmission gear (13), the second transmission gear (14), the third transmission gear (15) and the fourth transmission gear (16) are all straight gears.
8. The dual-motor pulley-side reduction-type speed-change transmission device for the electrically-driven vehicle according to claim 6, wherein the first transmission path (6) comprises a first connecting shaft (11), a transmission path selection assembly (9), a first transmission gear (13), a third transmission gear (15) and an output shaft (2).
9. The dual-motor pulley-side reduction-type transmission for an electrically-driven vehicle according to claim 6, wherein the second transmission path (7) comprises a first connecting shaft (11), a transmission path selection assembly (9), a second transmission gear (14), a fourth transmission gear (16) and an output shaft (2).
10. A dual-motor pulley-side reduction transmission for an electrically driven vehicle according to claim 1 or 2, characterized in that two of said drive mechanisms (3) are arranged side by side, said drive mechanisms (3) comprising electric motors.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022854477.XU CN214396414U (en) | 2020-12-01 | 2020-12-01 | Dual motor pulley-side reduction type variable speed transmission for electrically driven vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022854477.XU CN214396414U (en) | 2020-12-01 | 2020-12-01 | Dual motor pulley-side reduction type variable speed transmission for electrically driven vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214396414U true CN214396414U (en) | 2021-10-15 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022854477.XU Active CN214396414U (en) | 2020-12-01 | 2020-12-01 | Dual motor pulley-side reduction type variable speed transmission for electrically driven vehicle |
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| Country | Link |
|---|---|
| CN (1) | CN214396414U (en) |
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- 2020-12-01 CN CN202022854477.XU patent/CN214396414U/en active Active
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