CN218670433U - Heavy-load three-intermediate-shaft speed reducing mechanism and pure electric heavy-load commercial vehicle - Google Patents
Heavy-load three-intermediate-shaft speed reducing mechanism and pure electric heavy-load commercial vehicle Download PDFInfo
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- CN218670433U CN218670433U CN202223252907.6U CN202223252907U CN218670433U CN 218670433 U CN218670433 U CN 218670433U CN 202223252907 U CN202223252907 U CN 202223252907U CN 218670433 U CN218670433 U CN 218670433U
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Abstract
The application relates to the technical field of vehicle engineering, in particular to a heavy-load three-intermediate-shaft speed reducing mechanism and a pure electric heavy-load commercial vehicle. The utility model provides a heavily carry three jackshaft reduction gears, include: the motor input shaft, be connected with the one-level action wheel on the motor input shaft, the meshing of one-level action wheel is connected with the one-level from the driving wheel, the one-level is from the driving wheel including three, and the interval equipartition is in the peripheral circumference of one-level action wheel, three the one-level is connected with high-speed fender action wheel and low-speed fender action wheel from the driving wheel through three jackshaft respectively, high-speed fender action wheel reaches the low-speed fender action wheel meshes respectively and is connected with high-speed fender from the driving wheel and the low-speed fender is from the driving wheel. The boundary size of the transmission system can be reduced, the strength of the transmission system is improved, and the transmission of large torque under heavy load can be ensured under smaller space envelope.
Description
Technical Field
The application relates to the technical field of vehicle engineering, in particular to a heavy-load three-intermediate-shaft speed reducing mechanism and a pure electric heavy-load commercial vehicle.
Background
The transmission is one of the main components of an automotive transmission system. The practical use of automobiles is very complicated, such as: starting, idling stop, low-speed or high-speed running, acceleration, deceleration, climbing, backing and the like, which require that the driving force and the vehicle speed of the automobile can be changed in a considerable range, while the output torque and the rotating speed of the piston engine which are widely adopted at present have a small change range. In order to adapt to the constantly changing driving conditions and at the same time to enable the engine to work under favorable working conditions (high power and low oil consumption), a gearbox is arranged in the transmission system.
The transmission ratio of the gearbox can be changed, the change range of the torque and the rotating speed of the driving wheel is expanded so as to adapt to the frequently changed running condition, and meanwhile, the engine can work under the favorable working condition; under the condition that the rotation direction of the engine is unchanged, the automobile can run backwards; with neutral, power transfer is interrupted so that the engine can start, idle, and facilitate transmission shifting or power take off.
The heavy-duty pure electric commercial vehicle has two states of high-speed conventional driving and low-speed climbing driving in the operation process, while a speed reducing mechanism in the conventional gearbox cannot meet the operation requirements of the pure electric vehicle, particularly the heavy-duty pure electric commercial vehicle, and the boundary size of a transmission system in the conventional gearbox is large, the strength of the transmission system is low, and the transmission of heavy-duty large torque cannot be efficiently realized under small space envelope.
In view of this, the present invention is especially provided.
SUMMERY OF THE UTILITY MODEL
The utility model provides a three jackshaft reduction gears of heavy load and electricelectric move heavy load commercial car, can reduce transmission system boundary dimension, promote transmission system intensity, can guarantee to realize the transmission of big moment of torsion under the heavy load under less space envelope.
In order to achieve the above object, in a first aspect, the present invention provides a heavy-duty three-intermediate-shaft reduction mechanism, including: the motor input shaft, be connected with the one-level action wheel on the motor input shaft, the meshing of one-level action wheel is connected with the one-level from the driving wheel, the one-level is from the driving wheel including three, and the interval equipartition is in the peripheral circumference of one-level action wheel, three the one-level is connected with high-speed fender action wheel and low-speed fender action wheel from the driving wheel through three jackshaft respectively, high-speed fender action wheel reaches the low-speed fender action wheel meshes respectively and is connected with high-speed fender from the driving wheel and the low-speed fender is from the driving wheel.
In an optional embodiment, the primary driving wheel and the primary driven wheel, the high-speed driving wheel and the high-speed driven wheel, and the low-speed driving wheel and the low-speed driven wheel are in a normally meshed connection relationship.
In an optional implementation manner, one end of the motor input shaft is connected with a motor, the primary driving wheel is connected to the other end of the motor input shaft, and the motor input shaft is used for transmitting power of the motor to the primary driving wheel.
In an alternative embodiment, shaft end supports are arranged at two ends of the intermediate shaft, and the high-speed gear driving wheel, the low-speed gear driving wheel and the primary driven wheel are coaxially connected to the intermediate shaft.
In an optional embodiment, a translatable shifting fork is arranged between the high-speed driven wheel and the low-speed driven wheel, the high-speed driven wheel and the low-speed driven wheel are respectively in clutch connection with the shifting fork, and a power output shaft is connected to the shifting fork and outputs power through the power output shaft.
In an optional embodiment, the high-speed gear driving wheel and the low-speed gear driving wheel respectively include three, and the primary driven wheel, the high-speed gear driving wheel and the low-speed gear driving wheel correspond to each other one to one.
In an alternative embodiment, the high-speed gear driven wheel is arranged among three high-speed gear driving wheels, and the high-speed gear driving wheels are all in meshed connection with the high-speed gear driven wheel.
In an alternative embodiment, the low-speed driven wheel is arranged between three low-speed driving wheels, and the low-speed driving wheels are all in meshed connection with the low-speed driven wheel.
In an optional embodiment, umbrella face gears are arranged on the gear shifting fork, and the umbrella face gears are arranged on two sides of the gear shifting fork and can be in clutch connection with the high-speed driven wheel and the low-speed driven wheel;
the inner sides of the high-speed driven wheel and the low-speed driven wheel opposite to each other are provided with bevel gears matched with the umbrella face gear;
the bevel gears are symmetrically arranged and gradually reduce the outer diameter of the area between the high-speed gear driven wheel and the low-speed gear driven wheel.
In a second aspect, the utility model provides a pure electric heavy load commercial vehicle, including any one of the preceding embodiment heavy load three jackshaft reduction gears.
Three first-stage driven wheels are uniformly distributed at intervals in the peripheral circumferential direction of the first-stage driving wheel, and the first-stage driven wheels are meshed and connected to the outer edge of the first-stage driving wheel through three intermediate shafts, so that the boundary size of a transmission system can be reduced through an energy distribution mode, and the connection strength of the transmission system is improved.
Combine three one-level to be connected with high-speed gear action wheel and low-speed gear action wheel respectively from the driving wheel through three jackshaft to and make high-speed gear action wheel and low-speed gear action wheel mesh respectively and connect high-speed gear from the driving wheel and the low-speed gear from the driving wheel, can effectively strengthen driven reliability, guarantee to realize the power transmission of heavy load big moment of torsion under less space envelope.
Additional features and advantages of the present application will be described in detail in the detailed description which follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained from the drawings without inventive effort.
Fig. 1 is a schematic structural diagram of a heavy-duty three-intermediate-shaft speed reducing mechanism in the application.
An icon:
1-first-stage driving wheel;
2-a primary driven wheel;
3-high-speed gear driving wheel; 31-high gear driven wheel;
4-low-speed gear driving wheel; 41-low gear driven wheel;
5-a shift fork; 51-canopy gear;
6-bevel gear;
7-a power output shaft;
8-motor input shaft;
9-intermediate shaft; 91-shaft end support.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations.
In the description of the present application, it should be noted that the terms "inside", "outside", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that the products of the application usually place when using, and are only used for convenience in describing the present application and simplifying the description, but do not indicate or imply that the devices or elements that are referred to must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like are used merely to distinguish one description from another, and are not to be construed as indicating or implying relative importance.
In the description of the present application, it should also be noted that, unless expressly stated or limited otherwise, the terms "disposed" and "connected" are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in this application will be understood to be a specific case for those of ordinary skill in the art.
Referring to the schematic structure diagram of the heavy-load three-intermediate-shaft speed reducing mechanism in fig. 1, the heavy-load three-intermediate-shaft speed reducing mechanism in the application is mainly applied to the gearbox of the pure electric heavy-load commercial vehicle, the boundary size of a transmission system is reduced specifically by setting three intermediate shafts, the power transmission efficiency is guaranteed, and the heavy-load large-torque output and the high-speed output can be simultaneously met, so that the full electric heavy-load commercial vehicle is completely matched.
The utility model provides a three jackshaft reduction gears of heavy load specifically includes motor input shaft 8, be connected with one-level action wheel 1 on the motor input shaft 8, wherein, motor input shaft 8's one end is connected with the motor, and one-level action wheel 1 is connected motor input shaft 8's the other end for transmit the power of motor to one-level action wheel 1 through motor input shaft 8.
One-level action wheel 1 meshing is connected with the one-level from driving wheel 2, the one-level is from driving wheel 2 including three, the interval equipartition is in the peripheral week of one-level action wheel 1, three one-level is connected with high-speed fender action wheel 3 and low-speed fender action wheel 4 through three jackshaft 9 respectively from driving wheel 2, high-speed fender action wheel 3 and low-speed fender action wheel 4 mesh respectively and are connected with the high-speed fender from driving wheel 31 and the low-speed fender from driving wheel 41.
The primary driving wheel 1 is mainly used for receiving external power and transmitting external input power through the primary driven wheel 2, further, the primary driven wheel 2 transmits the power to the high-speed driving wheel 3 and the low-speed driving wheel 4, the high-speed driven wheel 31 and the low-speed driven wheel 41 transmit the power to the power output shaft 7, and finally the power is transmitted to the wheel edge of the wheel through the power output shaft 7.
Through three jackshafts 9, can make the transmission system compacter to can reduce transmission system boundary dimension through the mode of energy reposition of redundant personnel backward flow, promote transmission system intensity.
In order to ensure the stable reliability of power transmission, the primary driving wheel 1 and the primary driven wheel 2, the high-speed driving wheel 3 and the high-speed driven wheel 31, and the low-speed driving wheel 4 and the low-speed driven wheel 41 are all in normally meshed connection relationship. Can make one-level follow driving wheel 2, high-speed gear action wheel 3 and low-speed gear action wheel 4 carry out power transmission reliably and stably, guarantee the output efficiency of motor power.
Based on keep off from driving wheel 31 and the form of driving wheel 41 with power transmission to power output shaft 7 of low-speed gear high-speed gear, in order to satisfy heavy load big torque output and high-speed high rotational speed output simultaneously, adapt to the whole car conventional operation of heavy-duty vehicle and the great climbing performance's of whole car different operation condition respectively, the utility model provides a switching of high-speed gear position and low-speed gear position can be realized to heavy-duty three jackshaft reduction gears.
Specifically, the switching of fender position in this application specifically is gone on through shift fork 5, but the high-speed gear is followed and is provided with the shift fork 5 of translation between driving wheel 31 and the driven wheel 41 of low-speed gear, can make fixed position high-speed gear follow driving wheel 31 and low-speed gear follow driving wheel 41 respectively with shift fork 5 clutch connection, be connected with power output shaft 7 on the shift fork 5 of shifting to through power output shaft 7 output power, thereby control switches between different fender positions.
One end of the power output shaft 7 is connected with the shifting fork 5, and the other end is connected with a wheel (not shown in the figure), and the wheel is driven to rotate through the power output shaft 7.
Referring to fig. 1, under normal operation and high-speed working conditions of the vehicle, the shift fork 5 moves to the right, and the high-speed gear driven wheel 31 is combined with the power output shaft 7 to transmit power to the wheel edge of the wheel.
Under the working conditions of climbing and starting, the shifting fork 5 moves leftwards, the low-speed gear driven wheel 41 is combined with the power output shaft 7, and power is transmitted to the wheel side. Different gears are matched through the motor, so that the adjustment of the high-efficiency interval of the motor can be realized, and the high-efficiency output under each working condition is ensured.
Both ends of jackshaft 9 all are provided with axle head and support 91, and high-speed gear action wheel 3, low-speed gear action wheel 4 and one-level are followed driving wheel 2 coaxial coupling on jackshaft 9.
Specifically, the high-speed gear driving wheel 3 and the low-speed gear driving wheel 4 are coaxially connected to the intermediate shaft 9 together with the one-stage driven wheel 2, the high-speed gear driven wheel 31 and the low-speed gear driven wheel 41 are respectively engaged with the high-speed gear driving wheel 3 and the low-speed gear driving wheel 4, and power on the one-stage driven wheel 2 is transmitted to the high-speed gear driven wheel 31 and the low-speed gear driven wheel 41 in a shunting manner through the high-speed gear driving wheel 3 and the low-speed gear driving wheel 4.
The utility model provides a high-speed fender action wheel 3 and low-speed fender action wheel 4 include respectively threely, and the one-level from driving wheel 2, high-speed fender action wheel 3 and low-speed fender action wheel 4 one-to-one, preferably, three high-speed fender action wheel 3 and three low-speed fender action wheel 4 interval equipartition respectively keep off from the circumference periphery of driving wheel 31 and low-speed fender from driving wheel 41 at the high-speed, guarantee the effective transmission of power on high-low fender position.
Specifically, the high-speed gear driven wheel 31 is disposed between the three high-speed gear driving wheels 3, and the three high-speed gear driving wheels 3 uniformly spaced on the periphery of the high-speed gear driven wheel 31 are all engaged with the high-speed gear driven wheel 31.
By connecting the high-speed stage driven wheel 31 hoop between the three high-speed stage driving wheels 3, the high-speed stage driving wheel 3 can stably and reliably drive the high-speed stage driven wheel 31 to rotate, and the power output shaft 7 can be driven to rotate at a high rotation speed and with a low torque in a state where the high-speed stage driven wheel 31 is coupled to the power output shaft 7.
The low-speed driven wheel 41 is disposed between the three low-speed driving wheels 4, and the three low-speed driving wheels 4 circumferentially and peripherally spaced and uniformly distributed on the low-speed driven wheel 41 are all engaged with the low-speed driven wheel 41.
By connecting the anchor ear for the low-speed driven pulley 41 between the three low-speed drive pulleys 4, the low-speed drive pulley 4 can be driven to rotate the low-speed driven pulley 41 stably and reliably, and the power output shaft 7 can be driven to rotate at a low rotation speed and a high torque in a state where the low-speed driven pulley 41 is coupled to the power output shaft 7.
In order to maintain the switching of the clutch state of the shift fork 5 with the high-speed driven wheel 31 and the low-speed driven wheel 41, the canopy gear 51 is provided on the shift fork 5, and the canopy gear 51 is provided on both sides of the shift fork 5 and can be connected to and disengaged from the high-speed driven wheel 31 and the low-speed driven wheel 41.
The umbrella face gears 51 arranged on the two sides of the gear shifting fork 5 can enable the two sides of the gear shifting fork 5 to keep a bidirectional combination relation with the high-speed driven wheel 31 or the low-speed driven wheel 41, so that the reliability of power transmission is guaranteed, and the transmission efficiency is improved.
The canopy gear 51 can be switched between engagement and disengagement with the high-speed driven wheel 31 and the low-speed driven wheel 41 following the translation of the shift fork 5.
Further, bevel gears 6 engaged with the canopy gear 51 are provided on both inner sides of the high-speed driven wheel 31 and the low-speed driven wheel 41 facing each other. Through the cooperation of umbrella face gear 51 and bevel gear 6, can make shift fork 5 and high-speed gear follow driving wheel 31 or low-speed gear follow driving wheel 41 keep reliable direct bonding relation, do benefit to the load strength who promotes the gearbox, realize efficient power transmission.
Specifically, bevel gear 6 on driven wheel 31 of high gear and bevel gear 6 on driven wheel 41 of low gear are symmetrically arranged, and extend the regional external diameter taper between driven wheel 31 of high gear and driven wheel 41 of low gear, preferably, tooth on umbrella face gear 51 and bevel gear 6 set up respectively at the edge, through this kind of mode of setting, can make the outer fringe of bevel gear 6 and the outer fringe of umbrella face gear 51 stably combine, also do benefit to the separation between two gears simultaneously.
Furthermore, the cooperation of the canopy gear 51 and the bevel gear 6 enables the power to be transmitted in a variable direction, thereby ensuring the reliability of power transmission.
Compare with traditional gearbox, the utility model provides a three jackshaft reduction gears of heavy load have promoted the load strength of gearbox, can realize high efficiency power transmission through the matching of two gears and motor. More importantly, the boundary size of the transmission system is reduced through an energy shunting and backflow mode, the strength of the transmission system is improved, and the power transmission of heavy load and large torque can be guaranteed under a smaller space envelope.
The utility model also provides a pure electric heavy load commercial vehicle of three jackshaft reduction gears of load including above-mentioned, can satisfy heavy load big torque output and high-speed high rotational speed output simultaneously, greatly improved power transmission efficiency.
It should be noted that the features of the embodiments in the present application may be combined with each other without conflict.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (10)
1. A heavy-duty three-intermediate-shaft speed reduction mechanism is characterized by comprising: the motor input shaft, be connected with the one-level action wheel on the motor input shaft, the meshing of one-level action wheel is connected with the one-level from the driving wheel, the one-level is from the driving wheel including three, and the interval equipartition is in the peripheral circumference of one-level action wheel, three the one-level is connected with high-speed fender action wheel and low-speed fender action wheel from the driving wheel through three jackshaft respectively, high-speed fender action wheel reaches the low-speed fender action wheel meshes respectively and is connected with high-speed fender from the driving wheel and the low-speed fender is from the driving wheel.
2. The heavy-duty three-intermediate-shaft speed reduction mechanism according to claim 1, wherein the primary driving wheel and the primary driven wheel, the high-speed driving wheel and the high-speed driven wheel, and the low-speed driving wheel and the low-speed driven wheel are in a normally meshed connection relationship.
3. The heavy-duty three-intermediate-shaft speed reducing mechanism according to claim 1, wherein a motor is connected to one end of the motor input shaft, the primary driving wheel is connected to the other end of the motor input shaft, and the motor input shaft is used for transmitting power of the motor to the primary driving wheel.
4. The heavy-duty three-intermediate-shaft speed reducing mechanism according to claim 1, wherein shaft end supports are provided at both ends of the intermediate shaft, and the high-speed drive wheel, the low-speed drive wheel and the primary driven wheel are coaxially connected to the intermediate shaft.
5. The heavy-duty three-intermediate-shaft speed reducing mechanism according to claim 1, wherein a translatable shifting fork is arranged between the high-speed driven wheel and the low-speed driven wheel, the high-speed driven wheel and the low-speed driven wheel are respectively in clutch connection with the shifting fork, and a power output shaft is connected to the shifting fork and outputs power through the power output shaft.
6. The heavy-duty three-intermediate-shaft speed reduction mechanism according to claim 5, wherein the high-speed drive wheel and the low-speed drive wheel each include three, and the primary driven wheel, the high-speed drive wheel and the low-speed drive wheel correspond to one another.
7. The heavy-duty three-countershaft speed reduction mechanism according to claim 6, wherein the high-speed drive pulley is disposed between three of the high-speed drive pulleys, and the high-speed drive pulleys are all in meshing engagement with the high-speed drive pulleys.
8. The heavy-duty three-intermediate-shaft speed reducing mechanism according to claim 6, wherein the low-speed driven wheel is disposed between three low-speed driving wheels, and the low-speed driving wheels are all in meshed connection with the low-speed driven wheel.
9. The heavy-duty three-intermediate-shaft speed reducing mechanism according to claim 6, wherein a canopy gear is arranged on the shift fork, and the canopy gear is arranged on two sides of the shift fork and can be in clutch connection with the high-speed driven wheel and the low-speed driven wheel;
the inner sides of the high-speed driven wheel and the low-speed driven wheel opposite to each other are provided with bevel gears matched with the umbrella face gear;
the bevel gears are symmetrically arranged and gradually reduce the outer diameter of the area between the high-speed gear driven wheel and the low-speed gear driven wheel.
10. A pure electric heavy-duty commercial vehicle comprising a heavy-duty three-intermediate-shaft reduction mechanism according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223252907.6U CN218670433U (en) | 2022-12-05 | 2022-12-05 | Heavy-load three-intermediate-shaft speed reducing mechanism and pure electric heavy-load commercial vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223252907.6U CN218670433U (en) | 2022-12-05 | 2022-12-05 | Heavy-load three-intermediate-shaft speed reducing mechanism and pure electric heavy-load commercial vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN218670433U true CN218670433U (en) | 2023-03-21 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202223252907.6U Active CN218670433U (en) | 2022-12-05 | 2022-12-05 | Heavy-load three-intermediate-shaft speed reducing mechanism and pure electric heavy-load commercial vehicle |
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| CN (1) | CN218670433U (en) |
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- 2022-12-05 CN CN202223252907.6U patent/CN218670433U/en active Active
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