CN214743079U - Split lubricating structure - Google Patents
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- CN214743079U CN214743079U CN202022808341.5U CN202022808341U CN214743079U CN 214743079 U CN214743079 U CN 214743079U CN 202022808341 U CN202022808341 U CN 202022808341U CN 214743079 U CN214743079 U CN 214743079U
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Abstract
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a components of a whole that can function independently lubricating structure. The utility model discloses only can carry out the bulk lubrication among the prior art, and can not realize the components of a whole that can function independently lubrication of pertinence, holistic volume of adding oil when leading to lubricating is big, and it is big to stir the oil loss, and problem that transmission efficiency is low provides a components of a whole that can function independently lubricating structure, main tank body and axle casing including fixed connection, first lubricated cavity has in the main tank body, the lubricated cavity of second has in the axle casing, be equipped with the separator that is used for keeping apart first lubricated cavity and the lubricated cavity of second between first lubricated cavity and the lubricated cavity of second. The utility model discloses utilize the separator to separate first lubricated cavity and the lubricated cavity of second for two cavities are two spaces of mutual isolation in the use, are convenient for carry out the components of a whole that can function independently lubrication, have reduced the oil stirring loss among the transmission process, have promoted transmission efficiency.
Description
Technical Field
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a components of a whole that can function independently lubricating structure.
Background
The new energy automobile is developed rapidly in the industry by the characteristics of energy conservation and environmental protection, and the automobile type can change the existing energy structure. New energy automobile mostly adopts the electric drive mode, and its transmission structure mostly is axle tooth structure, and axle tooth structure installs among the transmission box. The transmission case body in the prior art is internally provided with a communicated cavity, so that when lubricating the shaft tooth structure by using lubricating oil, only integral lubrication can be carried out, and targeted split lubrication cannot be realized, so that the integral oil adding amount is large during lubrication, the oil stirring loss is large, and the transmission efficiency is low.
For example, the chinese utility model patent discloses a parallel axis gear box structure [ application number: 201921465434.3], the utility model comprises an input part, a transmission part and an output part which are integrally formed by injection molding; the input part comprises a first shell, and an input shaft groove is formed in the first shell; the transmission part comprises a second shell and a transmission shaft, the second shell and the transmission shaft are provided with intersecting parts with the input shaft groove, an engaging hole is formed in the intersecting position of the second shell and the input shaft groove, a first boss is arranged at the center of one side, close to the transmission shaft, of the bottom of the second shell, a slot is arranged at the center of one side, far away from the transmission shaft, of the bottom of the second shell, and the transmission shaft penetrates through the first boss and is inserted into the slot; the output part comprises an output third shell and an output shaft groove, the output shaft groove is formed in the lower portion of the third shell, an opening is formed in the joint of the third shell and the output shaft groove, the center of the opening coincides with the center of the third shell, and the axis of the output shaft groove is parallel to the transmission shaft.
The utility model discloses a have compact structure, the volume reduces, reduces gear engagement sound radiation's advantage, but it still does not solve above-mentioned problem.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the above-mentioned problem, a be convenient for lubricate respectively is provided to reduce and stir the oil loss, promote transmission efficiency's components of a whole that can function independently lubricating structure.
In order to achieve the above purpose, the utility model adopts the following technical proposal:
the utility model provides a components of a whole that can function independently lubricating structure, includes fixed connection's main tank and axle casing, have first lubricated cavity in the main tank, axle casing has the lubricated cavity of second in the casing, be equipped with the separator that is used for keeping apart first lubricated cavity and the lubricated cavity of second between first lubricated cavity and the lubricated cavity of second.
In foretell components of a whole that can function independently lubricating structure, be equipped with front end transmission structure in the first lubricated cavity, be equipped with rear end transmission structure in the lubricated cavity of second, front end transmission structure and rear end transmission structure drive are connected, the separator is including being located between front end transmission structure and the rear end transmission structure and being used for preventing the sealing washer of lubricating oil seepage.
In the split lubrication structure, the output shaft housing extends from two sides of the axle housing, an output shaft accommodating cavity is formed in the output shaft housing, the output shaft accommodating cavity is communicated with the second lubrication cavity, and an output shaft arranged in the output shaft accommodating cavity is in driving connection with the rear end transmission structure.
In the above split lubrication structure, the front end transmission structure includes a shift assembly having at least four transmission paths, the first driving motor and the second driving motor are both in driving connection with the shift assembly, the front end transmission structure further includes a first power transmission assembly in driving connection with the shift assembly, the first power transmission assembly is in driving connection with the rear end transmission structure, and the seal ring is located between the first power transmission assembly and the rear end transmission structure.
In the above-mentioned components of a whole that can function independently lubricating structure, the subassembly of shifting includes a plurality of transmission shafts and a plurality of drive gear that sets up on the transmission shaft, and the transmission shaft is including the first transmission shaft, second transmission shaft and the third transmission shaft that set gradually, the second transmission shaft is closer to the output shaft than first transmission shaft, the third transmission shaft is located between first transmission shaft and the second transmission shaft, first transmission shaft upper air sleeve has first transmission gear and second drive gear, first driving motor and first transmission shaft rigid coupling, second driving motor and second transmission gear's output shaft rigid coupling, first transmission shaft includes first left half axle and the first right half axle that connects through cylindrical roller bearing, and first left half axle is connected with the first transmission gear that can freely rotate through bearing, and first right half axle sleeve is equipped with ball bearing.
In the split lubricating structure, the gear shifting assembly is further provided with a gear selecting assembly which is arranged on the transmission shaft and is fixedly and axially connected with the transmission shaft in a sliding manner in the circumferential direction, and the sliding gear selecting assembly can enable the gear selecting assembly to be coupled or decoupled with the transmission gear.
In the above-mentioned components of a whole that can function independently lubricating structure, the gear selection subassembly includes the spline that fixed connection is on first transmission shaft and second transmission shaft and with the fixed axial sliding connection's of spline circumference tooth cover, slip tooth cover can make tooth cover and drive gear coupling or decoupling zero.
In the split lubrication structure, a fifth transmission gear and a sixth transmission gear are sleeved on the second transmission shaft in an empty way, a third transmission gear and a fourth transmission gear are fixedly connected on the third transmission shaft, a seventh transmission gear is fixedly connected on the second transmission shaft and is in driving connection with the power transmission first assembly, the first transmission gear is meshed with a third transmission gear, the third transmission gear is meshed with a fifth transmission gear, the second transmission gear is meshed with a fourth transmission gear, the fourth transmission gear is meshed with a sixth transmission gear, the first transmission shaft and the second transmission shaft are respectively provided with a gear selection assembly, the gear selection assembly on the first transmission shaft is positioned between the first transmission gear and the second transmission gear, and the gear selection assembly on the second transmission shaft is positioned between the fifth transmission gear and the sixth transmission gear.
In the split lubricating structure, the second transmission shaft is sleeved with a ball bearing for supporting, and the second transmission shaft, the fifth transmission gear and the sixth transmission gear are connected through needle bearings;
the third transmission shaft is sleeved with a ball bearing for supporting;
the power transmission first assembly comprises a right four-shaft and an eighth transmission gear fixedly connected to the right four-shaft, the eighth transmission gear is meshed with a seventh transmission gear, the left end of the right four-shaft is connected with a rear end transmission structure through a spline, and a sealing ring is arranged at the left end of the right four-shaft.
In foretell components of a whole that can function independently lubricating structure, rear end transmission structure includes power transmission second assembly and differential mechanism assembly, be connected with tenth drive gear on the differential mechanism assembly, power transmission second assembly meshes with tenth drive gear mutually, front end transmission structure and power transmission second assembly drive are connected, and rear end transmission structure still includes the differential mechanism flange, the differential mechanism assembly links to each other with the axle casing through the differential mechanism flange, power transmission second assembly includes left four-axis and rigid coupling in the epaxial ninth drive gear of left four-axis, ninth drive gear meshes with tenth drive gear mutually, the left side four-axis right-hand member is connected with front end transmission structure through the spline.
Compared with the prior art, the utility model has the advantages of:
1. the utility model discloses utilize the separator to separate first lubricated cavity and the lubricated cavity of second for two cavities are two spaces of mutual isolation in the use, are convenient for carry out the components of a whole that can function independently lubrication, have reduced the oil stirring loss among the transmission process, have promoted transmission efficiency.
2. The utility model discloses a subassembly of shifting can switch out four inequality transmission paths, can correspond and form four fender positions, has realized coaxial bi-motor four-gear speed change, better driving demand who has satisfied the electric drive car when guaranteeing drive power again.
3. The utility model discloses a transmission simple structure is compact, the installation setting of being convenient for.
Drawings
Fig. 1 is a schematic structural diagram of the present invention;
fig. 2 is a left side view of the present invention;
fig. 3 is a schematic view of the internal structure of the present invention;
fig. 4 is a schematic structural diagram of the transmission structure of the present invention;
FIG. 5 is a schematic diagram of the transmission line of the present invention;
in the figure: the transmission device comprises a first driving motor 1, a second driving motor 2, an output shaft 4, a gear shifting component 5, a gear selecting component 6, a power transmission first assembly 7, a power transmission second assembly 8, a differential assembly 9, a tenth transmission gear 10, a differential connecting disc 11, a seventh transmission gear 50, a first transmission shaft 51, a second transmission shaft 52, a third transmission shaft 53, a first transmission gear 54, a second transmission gear 55, a third transmission gear 56, a fourth transmission gear 57, a fifth transmission gear 58, a sixth transmission gear 59, a gear sleeve 61, an eighth transmission gear 71, a ninth transmission gear 81, a front end transmission structure 100, a rear end transmission structure 200, a sealing ring 300, a main box 400, an axle housing 500, a first lubricating cavity 600, a second lubricating cavity 700, an output shaft housing 800 and an output shaft accommodating cavity 900.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 to 3, a split lubrication structure includes a main tank 400 and an axle housing 500 fixedly connected to each other, the main tank 400 has a first lubrication cavity 600 therein, the axle housing 500 has a second lubrication cavity 700 therein, and a partition is disposed between the first lubrication cavity 600 and the second lubrication cavity 700 to separate the first lubrication cavity 600 from the second lubrication cavity 700. Wherein, be equipped with front end transmission structure 100 in the first lubricated cavity 600, be equipped with rear end transmission structure 200 in the lubricated cavity 700 of second, front end transmission structure 100 and rear end transmission structure 200 drive connection, the separator is including being located between front end transmission structure 100 and the rear end transmission structure 200 and being used for preventing the sealing washer 300 of lubricating oil seepage.
The utility model discloses, during the use, because the separator, sealing washer 300's isolation effect promptly for be located the lubricating oil in first lubricated cavity 600 and the lubricated cavity 700 of second and be in the separate state when using. The front-end transmission structure 100 can be arranged in the first lubricating cavity 600, the rear-end transmission structure 200 can be arranged in the second lubricating cavity 700, and due to the fact that the lubricating requirements of the front-end transmission structure 100 and the rear-end transmission structure 200 in the transmission process are different, less lubricating oil can be purposefully added into the first lubricating cavity 600, and more lubricating oil is added into the second lubricating cavity 700, so that the oil stirring loss of the front-end transmission structure 100 in the driving process can be reduced, the cleanliness in the main box 400 is guaranteed, and the lubricating requirements of the rear-end transmission structure 200 can be met. Therefore, the first lubricating cavity 600 and the second lubricating cavity 700 are separated by the separating piece, so that the two cavities are two mutually isolated spaces in the use process, the split lubrication is convenient to carry out, the oil stirring loss in the transmission process is reduced, and the transmission efficiency is improved.
As shown in fig. 1, an output shaft housing 800 extends from two sides of the axle housing 500, an output shaft accommodating cavity 900 is formed in the output shaft housing 800, the output shaft accommodating cavity 900 is communicated with the second lubricating cavity 700, and an output shaft 4 disposed in the output shaft accommodating cavity 900 is in driving connection with the rear end transmission structure 200. This also lubricates the output shaft 4 simultaneously with the lubrication of the rear end drive 200.
Referring to fig. 4 and 5, the front end transmission structure 100 includes a shift assembly 5 having at least four transmission paths, a first driving motor 1 and a second driving motor 2 are both drivingly connected to the shift assembly 5, the front end transmission structure 100 further includes a first power transmission assembly 7 drivingly connected to the shift assembly 5, the first power transmission assembly 7 is drivingly connected to the rear end transmission structure 200, and a seal ring 300 is located between the first power transmission assembly 7 and the rear end transmission structure 200. The event the utility model discloses a subassembly of shifting 5 can switch out four inequality transmission paths, can correspond and form four fender positions, has realized coaxial bi-motor four-gear speed change, the better driving demand who has satisfied the electric drive car again when guaranteeing drive power.
Specifically speaking, the gear shifting assembly 5 comprises a plurality of transmission shafts and a plurality of transmission gears arranged on the transmission shafts, the transmission shafts comprise a first transmission shaft 51, a second transmission shaft 52 and a third transmission shaft 53 which are sequentially arranged, the second transmission shaft 52 is closer to the output shaft 4 than the first transmission shaft 51, the third transmission shaft 53 is positioned between the first transmission shaft 51 and the second transmission shaft 52, a first transmission gear 54 and a second transmission gear 55 are sleeved on the first transmission shaft 51 in a hollow mode, the first driving motor 1 is fixedly connected with the first transmission shaft 51, and the second driving motor 2 is fixedly connected with the output shaft of the second transmission gear 55. The first transmission shaft 51 comprises a first left half shaft and a first right half shaft which are connected through a cylindrical roller bearing, the first left half shaft is connected with a first transmission gear 54 capable of freely rotating through a needle bearing, and the first right half shaft is sleeved with a ball bearing. Because the second driving motor 2 and the second transmission gear 55 are fixedly connected, the power of the second driving motor 2 can be directly transmitted out through the second transmission gear 55 in the gear shifting process, so that the problem of power interruption can be further avoided in the gear shifting process, and the driving experience is guaranteed.
Preferably, the output shaft axis of the first driving motor 1 and the output shaft axis of the second driving motor 2 coincide with each other. Therefore, the power of the first driving motor 1 and the second driving motor 2 can be more smoothly collected.
As shown in fig. 5, the gear shift assembly 5 is further provided with a gear selection assembly 6 disposed on the transmission shaft and fixedly and axially slidably connected to the transmission shaft in the circumferential direction, and the sliding gear selection assembly 6 can couple or decouple the gear selection assembly 6 with or from the transmission gear. Different transmission gears on the transmission shaft driven by the transmission shaft are realized through the sliding gear selection assembly 6, so that the switching of transmission routes is realized.
The gear selection assembly 6 comprises a spline fixedly connected to the first transmission shaft 51 and the second transmission shaft 52 and a gear sleeve 61 fixedly and axially slidably connected with the spline in the circumferential direction, and the gear sleeve 61 can be coupled or decoupled with the transmission gears by sliding the gear sleeve 61. When the gear sleeve 61 is coupled with the transmission gear, the transmission shaft can drive the transmission gear to synchronously rotate.
As shown in fig. 5, a fifth transmission gear 58 and a sixth transmission gear 59 are sleeved on the second transmission shaft 52, and the transmission gear and the transmission shaft can be connected in a sleeved mode through needle bearings. A third transmission gear 56 and a fourth transmission gear 57 are fixedly connected to the third transmission shaft 53, the seventh transmission gear 50 is fixedly connected to the second transmission shaft 52 and is in driving connection with the output shaft 4, the first transmission gear 54 is meshed with the third transmission gear 56, the third transmission gear 56 is meshed with a fifth transmission gear 58, the second transmission gear 55 is meshed with the fourth transmission gear 57, the fourth transmission gear 57 is meshed with a sixth transmission gear 59, the first transmission shaft 51 and the second transmission shaft 52 are respectively provided with a gear selection assembly 6, the gear selection assembly 6 on the first transmission shaft 51 is located between the first transmission gear 54 and the second transmission gear 55, and the gear selection assembly 6 on the second transmission shaft 52 is located between the fifth transmission gear 58 and the sixth transmission gear 59. The second transmission shaft 52 is sleeved with a ball bearing for supporting, the second transmission shaft 52, the fifth transmission gear 58 and the sixth transmission gear 59 are connected through needle bearings, pre-tightening is not needed during assembly, and the outer ring of the ball bearing is in clearance fit with the shell, so that the box assembly is easy. The third transmission shaft 53 is sleeved with a ball bearing for supporting, pre-tightening is not needed during assembly, and the outer ring of the ball bearing is in clearance fit with the shell, so that the box-closing assembly is easy. The first assembly 7 for power transmission comprises a right four-shaft and an eighth transmission gear 71 fixedly connected to the right four-shaft, the eighth transmission gear 71 is meshed with the seventh transmission gear 50, the left end of the right four-shaft is connected with the rear end transmission structure 200 through a spline, and a sealing ring 300 is arranged at the left end of the right four-shaft.
Preferably, the first transmission shaft 51, the second transmission shaft 52 and the third transmission shaft 53 are arranged in parallel with each other. This ensures the stability of the transmission.
Referring to fig. 4 and 5, the rear end transmission structure 200 includes a power transmission second assembly 8 and a differential assembly 9, and the differential assembly 9 enables the driving wheels to rotate at different rotational speeds. The differential assembly 9 is connected with a tenth transmission gear 10, the power transmission second assembly 8 is meshed with the tenth transmission gear 10, the front end transmission structure 100 is in driving connection with the power transmission second assembly 8, the rear end transmission structure 200 further comprises a differential connecting disc 11, and the differential assembly 9 is connected with the axle housing 500 through the differential connecting disc 11. The part is of a floating structure and is connected with an axle through a differential connecting disc 11, and the left four-axle, the differential assembly 9 and the axle are lubricated together. The power transmission second assembly 8 comprises a left four-axis and a ninth transmission gear 81 fixedly connected to the left four-axis, the ninth transmission gear 81 is meshed with the tenth transmission gear 10, and the right end of the left four-axis is connected with the front end transmission structure 100 through a spline. For example, the internal spline that the right-hand member of left side four-axis set up cooperatees with the external spline that the right-hand member left end set up to realize the transmission connection of the two.
The utility model discloses a power transmission route does: the sliding gear sleeve 61 enables the gear sleeve 61 on the first transmission shaft 51 to be coupled with the first transmission gear 54, the gear sleeve 61 on the second transmission shaft 52 to be coupled with the sixth transmission gear 59, the power of the first driving motor 1 sequentially passes through the first transmission gear 54, the third transmission gear 56, the fourth transmission gear 57, the sixth transmission gear 59, the seventh transmission gear 50 and the eighth transmission gear 71, the ninth transmission gear 81 and the tenth transmission gear 10 are transmitted to the differential assembly 9 and act on the output shaft 4, the power of the second driving motor 2 is transmitted to the differential assembly 9 and act on the output shaft 4 sequentially through the second transmission gear 55, the fourth transmission gear 57, the sixth transmission gear 59, the seventh transmission gear 50, the eighth transmission gear 71, the ninth transmission gear 81 and the tenth transmission gear 10, and the power of the first driving motor 1 and the power of the second driving motor 2 are converged on the fourth transmission gear 57.
The second power transmission route is as follows: the gear sleeve 61 is slid to couple the gear sleeve 61 on the first transmission shaft 51 with the first transmission gear 54, the gear sleeve 61 on the second transmission shaft 52 with the fifth transmission gear 58, the power of the first driving motor 1 is transmitted to the differential assembly 9 and applied to the output shaft 4 through the first transmission gear 54, the third transmission gear 56, the fifth transmission gear 58, the seventh transmission gear 50, the eighth transmission gear 71, the ninth transmission gear 81 and the tenth transmission gear 10 in sequence, the power of the second driving motor 2 passes through the second transmission gear 55 in sequence, the fourth transmission gear 57, the third transmission gear 56, the fifth transmission gear 58, the seventh transmission gear 50, the eighth transmission gear 71, the ninth transmission gear 81 and the tenth transmission gear 10 are transmitted to the differential assembly 9 and act on the output shaft 4, and the power of the first driving motor 1 and the power of the second driving motor 2 are converged on the third transmission gear 56.
The third power transmission route is as follows: the sliding gear sleeve 61 enables the gear sleeve 61 on the first transmission shaft 51 to be coupled with the second transmission gear 55, the gear sleeve 61 on the second transmission shaft 52 to be coupled with the sixth transmission gear 59, the power of the first driving motor 1 and the second driving motor 2 is transmitted to the differential assembly 9 and acts on the output shaft 4 sequentially through the second transmission gear 55, the fourth transmission gear 57, the sixth transmission gear 59, the seventh transmission gear 50, the eighth transmission gear 71, the ninth transmission gear 81 and the tenth transmission gear 10, and the power is converged on the second transmission gear 55.
The fourth power transmission route is: the sliding gear sleeve 61 enables the gear sleeve 61 on the first transmission shaft 51 to be coupled with the second transmission gear 55, the gear sleeve 61 on the second transmission shaft 52 to be coupled with the fifth transmission gear 58, the power of the first driving motor 1 and the second driving motor 2 is transmitted to the differential assembly 9 and acts on the output shaft 4 sequentially through the second transmission gear 55, the fourth transmission gear 57, the third transmission gear 56, the fifth transmission gear 58, the seventh transmission gear 50, the eighth transmission gear 71, the ninth transmission gear 81 and the tenth transmission gear 10, and the power is converged on the second transmission gear 55.
Each power transmission path line has different transmission ratio, so that at most four gears can be switched. Taking the third power transmission route as an example, during the gear shifting process, a part of power is still transmitted to the differential assembly 9 by the second driving motor 2 through the second transmission gear 55, the fourth transmission gear 57, the sixth transmission gear 59, the seventh transmission gear 50, the eighth transmission gear 71, the ninth transmission gear 81 and the tenth transmission gear 10 in sequence, and is acted on the output shaft 4, so that no power interruption is caused during the gear shifting process.
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.
Although the first driving motor 1, the second driving motor 2, the output shaft 4, the gear shift assembly 5, the gear selection assembly 6, the power transmission first assembly 7, the power transmission second assembly 8, the differential assembly 9, the tenth transmission gear 10, the differential flange 11, the seventh transmission gear 50, the first transmission shaft 51, the second transmission shaft 52, the third transmission shaft 53, the first transmission gear 54 and the second transmission gear 55 are more used herein, third drive gear 56, fourth drive gear 57, fifth drive gear 58, sixth drive gear 59, gear sleeve 61, eighth drive gear 71, ninth drive gear 81, front end drive structure 100, rear end drive structure 200, seal ring 300, main housing 400, axle housing 500, first lubrication cavity 600, second lubrication cavity 700, output shaft housing 800, output shaft receiving cavity 900, and the like, but does not preclude the possibility of using other terms. These terms are used merely to more conveniently describe and explain the nature of the present invention; they are to be construed in a manner that is inconsistent with the spirit of the invention.
Claims (10)
1. A split lubrication structure, including fixed connection's main tank (400) and axle casing (500), have first lubricated cavity (600) in the main tank (400), have second lubricated cavity (700) in the axle casing (500), its characterized in that: a partition part for isolating the first lubricating cavity (600) from the second lubricating cavity (700) is arranged between the first lubricating cavity (600) and the second lubricating cavity (700).
2. The split lubrication structure according to claim 1, wherein: be equipped with front end transmission structure (100) in first lubricated cavity (600), be equipped with rear end transmission structure (200) in second lubricated cavity (700), front end transmission structure (100) are connected with rear end transmission structure (200) drive, the separator is including being located between front end transmission structure (100) and rear end transmission structure (200) and being used for preventing sealing washer (300) of lubricating oil seepage.
3. The split lubrication structure according to claim 2, wherein: the axle comprises an axle shell (500), an output shaft shell (800) extends from two sides of the axle shell (500), an output shaft accommodating cavity (900) is formed in the output shaft shell (800), the output shaft accommodating cavity (900) is communicated with a second lubricating cavity (700), and an output shaft (4) arranged in the output shaft accommodating cavity (900) is in driving connection with a rear-end transmission structure (200).
4. The split lubrication structure according to claim 2, wherein: the front end transmission structure (100) comprises a gear shifting assembly (5) with at least four transmission paths, a first driving motor (1) and a second driving motor (2) are in driving connection with the gear shifting assembly (5), the front end transmission structure (100) further comprises a power transmission first assembly (7) in driving connection with the gear shifting assembly (5), the power transmission first assembly (7) is in driving connection with a rear end transmission structure (200), and a sealing ring (300) is located between the power transmission first assembly (7) and the rear end transmission structure (200).
5. The split lubrication structure according to claim 4, wherein: the gear shifting assembly (5) comprises a plurality of transmission shafts and a plurality of transmission gears arranged on the transmission shafts, the transmission shafts comprise a first transmission shaft (51), a second transmission shaft (52) and a third transmission shaft (53) which are sequentially arranged, the second transmission shaft (52) is closer to the output shaft (4) than the first transmission shaft (51), the third transmission shaft (53) is positioned between the first transmission shaft (51) and the second transmission shaft (52), a first transmission gear (54) and a second transmission gear (55) are sleeved on the first transmission shaft (51) in a hollow manner, the first driving motor (1) is fixedly connected with the first transmission shaft (51), the second driving motor (2) is fixedly connected with the output shaft of the second transmission gear (55), the first transmission shaft (51) comprises a first left half shaft and a first right half shaft which are connected through cylindrical roller bearings, the first left half shaft is connected with the first transmission gear (54) which can freely rotate through bearings, the first right half shaft sleeve is provided with a ball bearing.
6. The split lubrication structure according to claim 4, wherein: the gear shifting assembly (5) is further provided with a gear selecting assembly (6) which is arranged on the transmission shaft and is fixedly and axially connected with the transmission shaft in a sliding mode in the circumferential direction, and the sliding gear selecting assembly (6) can enable the gear selecting assembly (6) to be coupled or decoupled with the transmission gear.
7. The split lubrication structure according to claim 6, wherein: the gear selection assembly (6) comprises a spline fixedly connected to the first transmission shaft (51) and the second transmission shaft (52) and a gear sleeve (61) fixedly and axially slidably connected with the spline in the circumferential direction, and the sliding gear sleeve (61) can enable the gear sleeve (61) to be coupled with or decoupled from the transmission gear.
8. The split lubrication structure according to claim 5, wherein: a fifth transmission gear (58) and a sixth transmission gear (59) are sleeved on the second transmission shaft (52) in an empty manner, a third transmission gear (56) and a fourth transmission gear (57) are fixedly connected to the third transmission shaft (53), a seventh transmission gear (50) is fixedly connected to the second transmission shaft (52) and is in driving connection with the power transmission first assembly (7), the first transmission gear (54) is meshed with the third transmission gear (56), the third transmission gear (56) is meshed with the fifth transmission gear (58), the second transmission gear (55) is meshed with the fourth transmission gear (57), the fourth transmission gear (57) is meshed with the sixth transmission gear (59), a gear selection assembly (6) is respectively arranged on the first transmission shaft (51) and the second transmission shaft (52), the gear selection assembly (6) on the first transmission shaft (51) is positioned between the first transmission gear (54) and the second transmission gear (55), the gear selection assembly (6) on the second transmission shaft (52) is positioned between the fifth transmission gear (58) and the sixth transmission gear (59).
9. The split lubrication structure according to claim 8, wherein: the second transmission shaft (52) is sleeved with a ball bearing for supporting, and the second transmission shaft (52) is connected with the fifth transmission gear (58) and the sixth transmission gear (59) through needle bearings;
a ball bearing for supporting is sleeved on the third transmission shaft (53);
the first power transmission assembly (7) comprises a right four-shaft and an eighth transmission gear (71) fixedly connected to the right four-shaft, the eighth transmission gear (71) is meshed with a seventh transmission gear (50), the left end of the right four-shaft is connected with a rear end transmission structure (200) through a spline, and a sealing ring (300) is arranged at the left end of the right four-shaft.
10. The split lubrication structure according to claim 2, wherein: rear end transmission structure (200) include power transmission second assembly (8) and differential mechanism assembly (9), be connected with tenth drive gear (10) on differential mechanism assembly (9), power transmission second assembly (8) mesh with tenth drive gear (10) mutually, front end transmission structure (100) are connected with power transmission second assembly (8) drive, and rear end transmission structure (200) still include differential mechanism flange (11), differential mechanism assembly (9) link to each other with axle housing (500) through differential mechanism flange (11), power transmission second assembly (8) include left four-axis and rigid coupling in the epaxial ninth drive gear (81) of left side, ninth drive gear (81) mesh with tenth drive gear (10) mutually, the four-axis right-hand member of a left side is connected with front end transmission structure (100) through the spline.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022808341.5U CN214743079U (en) | 2020-11-27 | 2020-11-27 | Split lubricating structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022808341.5U CN214743079U (en) | 2020-11-27 | 2020-11-27 | Split lubricating structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214743079U true CN214743079U (en) | 2021-11-16 |
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ID=78618575
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022808341.5U Active CN214743079U (en) | 2020-11-27 | 2020-11-27 | Split lubricating structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214743079U (en) |
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2020
- 2020-11-27 CN CN202022808341.5U patent/CN214743079U/en active Active
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