CN216867431U

CN216867431U - Transmission system and drive assembly

Info

Publication number: CN216867431U
Application number: CN202220553003.8U
Authority: CN
Inventors: 李杉; 邓跃跃
Original assignee: Top Gear Powertrain Technology Co ltd
Current assignee: Tebaijia Power Technology Co ltd
Priority date: 2022-03-14
Filing date: 2022-03-14
Publication date: 2022-07-01
Anticipated expiration: 2032-03-14

Abstract

The present disclosure provides a transmission system and a drive assembly. A transmission system includes a transmission body including an input shaft, an intermediate shaft, an output shaft, a planetary gear mechanism, a shift mechanism, and a shift fork; the input shaft includes a first input shaft and a second input shaft serving as an input of the planetary gear mechanism, the first input shaft being arranged coaxially with the second input shaft; the gear shifting fork is matched with the gear shifting mechanism so that a planet carrier of the planetary gear mechanism is meshed with the first input shaft to form a low-speed gear, or the second input shaft is meshed with the first input shaft to form a high-speed gear; the first input shaft is provided with a first gear, the intermediate shaft is provided with a second gear and a third gear, the output shaft is provided with a fourth gear, the first gear is meshed with the second gear, and the third gear is meshed with the fourth gear. The transmission system and the driving assembly can take traction force and speed into consideration, and improve the practicability of the transmission system.

Description

Transmission system and drive assembly

Technical Field

The utility model relates to the technical field of transmissions, in particular to a transmission system and a drive assembly.

Background

The transmission system is an important component of an electric drive axle, and the transmission system mainly aims to realize speed reduction, torque increase or direct drive power output by a mechanism such as gear meshing and the like through meshing gear transmission and power from a driving motor or other equipment so as to drive the motion and operation of a vehicle or other transport machinery.

Since commercial vehicles carry cargo in a wide range of weights, from empty to 50, 60 tons and heavier loads; and its transport distance is various, and the transport distance all has from several kilometers to several thousand kilometers, and the transportation road conditions are various, have the level road, have little ramp, have big ramp, have dry the inside, have soft road surface, have muddy road surface etc.. The vehicle faces such diversified operation environment scope, in order to guarantee under the various operating mode vehicle operation ability and operation efficiency, must guarantee under the different operating modes that the power of exporting the vehicle also diversifies for the vehicle obtains certain speed, can provide sufficient traction force again. The existing transmission systems are all single speed ratios, can only provide a single power flow mode, and cannot simultaneously give consideration to speed and traction.

SUMMERY OF THE UTILITY MODEL

To overcome at least one technical problem in the prior art, the present disclosure provides a transmission system and drive assembly that is compatible with speed and tractive effort.

According to an aspect of the present disclosure, there is provided a transmission system including a transmission body including an input shaft, an intermediate shaft, an output shaft, a planetary gear mechanism, a shift mechanism, and a shift fork;

the input shaft includes a first input shaft and a second input shaft serving as an input of a planetary gear mechanism, the first input shaft being arranged coaxially with the second input shaft;

the first input shaft is provided with a first gear, the intermediate shaft is provided with a second gear and a third gear, the output shaft is provided with a fourth gear, the first gear is meshed with the second gear, the third gear is meshed with the fourth gear, and the diameters of the first gear, the second gear, the third gear and the fourth gear are larger than 75mm and smaller than 350 mm;

the gear shifting fork is matched with the gear shifting mechanism, so that a planet carrier of the planetary gear mechanism is meshed with the first input shaft to form a low-speed gear, or the second input shaft is meshed with the first input shaft to form a high-speed gear.

Optionally, the transmission system further comprises a shifter and a transmission control unit;

the gear shifter is connected with the gear shifting fork to drive the gear shifting fork to move;

the transmission control unit is in communication with the shifter to send a shift signal to the shifter.

Optionally, a differential is arranged on the output shaft, and the output shaft includes a first output shaft and a second output shaft;

the first output shaft and the second output shaft are connected with the differential through splines.

Optionally, the input shaft, the intermediate shaft and the output shaft are arranged parallel to each other.

Optionally, the input shaft, the intermediate shaft and the output shaft are arranged in a triangle.

Optionally, the diameter of the first gear is different from that of the second gear, and the diameter of the third gear is different from that of the fourth gear;

the diameter of the first gear is smaller than that of the second gear, and the diameter of the third gear is smaller than that of the fourth gear;

the first gear, the second gear, the third gear and the fourth gear are straight gears, helical gears or herringbone gears.

Optionally, the planetary gear mechanism comprises a sun gear, a planet carrier and a ring gear;

the gear ring is locked;

the sun gear is meshed with the second input shaft;

the planet carrier is selectively meshed with the first input shaft through the gear shifting mechanism;

the second input shaft is selectively engageable with the first input shaft through the shift mechanism.

Optionally, the gear shifting mechanism is a sliding sleeve type gear shifting mechanism comprising a sliding sleeve;

the sliding sleeve is sleeved on the first input shaft through a spline;

the sliding sleeve is arranged between a planet carrier of the planetary gear mechanism and the second input shaft in a sliding mode, so that the sliding sleeve can be selectively meshed with the planet carrier or the second input shaft;

one end of the shifting fork is connected with the sliding sleeve and used for controlling the sliding sleeve to slide, so that the sliding sleeve is meshed with the planet carrier or the second input shaft.

Optionally, the inner part of the sliding sleeve is provided with a first inner tooth, and the outer part of the sliding sleeve is provided with a first outer tooth;

the inner surface of the planet carrier is provided with a second inner tooth which is used for being meshed with the first outer tooth;

and the outer surface of the second input shaft is provided with a second external tooth which is used for being meshed with the first internal tooth.

According to another aspect of the present disclosure, there is provided a drive assembly including a first drive motor having an output connected to a first input shaft of the transmission body, a second drive motor having an output connected to a second input shaft of the transmission body, and the transmission system of any one of the present disclosure.

One or more technical schemes provided in the embodiment of the application can give consideration to speed and traction force, and improve the practicability of the transmission system.

One or more technical scheme that provide in the embodiment of this application, through the cooperation of shift fork and gearshift, make the power of second input shaft input first input shaft after planetary gear mechanism slows down and increases the torsion, and then make the derailleur system get into low-speed gear position, or, make the power direct input of second input shaft to first input shaft, and then make the derailleur system get into high-speed gear. The low gear has a large traction force and the high gear can enable the vehicle to provide traction force during high speed movement, so that traction force and speed can be taken into account by the transmission system and vehicle drive assembly of the present disclosure.

According to one or more technical schemes provided in the embodiment of the application, the gear ratio of the second input shaft to the first input shaft when power is input is adjusted through the gear shifting mechanism, so that gear shifting is achieved. Therefore, when the gear is shifted, the power of the first input shaft can be continuously input, so that the power is not interrupted when the gear is shifted, and the risk that the vehicle runs down a slope when the vehicle is in working conditions such as a slope is prevented.

One or more technical scheme that this application embodiment provided is input shaft, jackshaft and output shaft triaxial structure, and the power of input shaft passes through gear one, gear two, jackshaft, gear three and gear four transmits to the output shaft. Therefore, compared with a transmission system with two-shaft transmission, the size requirements of the first gear, the second gear, the third gear and the fourth gear are lower, so that the size requirements of the gears can be reduced, transmission noise is reduced, and stability and reliability are improved.

Drawings

Further details, features and advantages of the disclosure are disclosed in the following description of exemplary embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is an exemplary schematic configuration of a transmission system according to an exemplary embodiment of the present disclosure.

Fig. 2 is an exemplary structural schematic diagram of a shift mechanism of an exemplary embodiment of the present disclosure.

FIG. 3 is a direct drive high gear power transfer roadmap for the transmission system of an exemplary embodiment of the present disclosure.

FIG. 4 is a direct drive high gear power overlay transfer route diagram of the transmission system of an exemplary embodiment of the present disclosure.

FIG. 5 is a low gear power overlay transfer route map for a transmission system in an exemplary embodiment of the present disclosure.

FIG. 6 is a three-axis centerline layout schematic of a transmission system of an exemplary embodiment of the present disclosure.

Wherein, 100-the transmission body; 11-an input shaft; 110 — the centerline of the input shaft; 111-a first input shaft; 112-a second input shaft; 1121-external teeth two; 12-an intermediate shaft; 120-center line of the middle axis; 13-an output shaft; 130-center line of output shaft; 131-a first output shaft; 131-a second output shaft; 14-a planetary gear mechanism; 141-inner teeth two; 15-a gear shift mechanism; 151-internal teeth one; 152-outer teeth one; 16-a shift fork; 17-a differential; Z1-Gear one; Z2-Gear two; Z3-Gear three; Z4-Gear four; 200-a shifter; 300-transmission control unit.

Detailed Description

Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure are shown in the drawings, it is to be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but rather are provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the disclosure are for illustration purposes only and are not intended to limit the scope of the disclosure.

It should be understood that the various steps recited in the method embodiments of the present disclosure may be performed in a different order, and/or performed in parallel. Moreover, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the present disclosure is not limited in this respect.

The term "include" and variations thereof as used herein are open-ended, i.e., "including but not limited to". The term "based on" is "based, at least in part, on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Relevant definitions for other terms will be given in the following description. It should be noted that the terms "first", "second", and the like in the present disclosure are only used for distinguishing different devices, modules or units, and are not used for limiting the order or interdependence relationship of the functions performed by the devices, modules or units.

The names of messages or information exchanged between devices in the embodiments of the present disclosure are for illustrative purposes only, and are not intended to limit the scope of the messages or information.

The goods loading of commercial car changes widely, and the transport mileage is different in size, and the transportation road conditions are various, and is also various to the demand of speed of a motor vehicle and traction force. The design of the electric-driven bridge transmission system of the commercial vehicle needs to meet the diversified operating condition requirements of the commercial vehicle in terms of space arrangement and performance requirements as much as possible, for example, the electric-driven bridge transmission system needs large traction force when climbing a slope and can provide enough traction force; for example, when the transportation time needs to be reduced, the required vehicle speed can be obtained, and the transportation efficiency is improved. Therefore, the transmission system needs to be simple and reasonable in structural arrangement, proper in gear number arrangement and sufficient and reasonable in speed ratio selection so as to meet the requirements of different transportation working conditions on traction force and vehicle speed and reduce energy consumption. The transmission system of the conventional commercial vehicle electric drive axle is generally only provided with one gear, only has one speed ratio and only has one power flow; the speed ratio is set to be smaller, the required vehicle speed can be obtained, but the climbing traction force is insufficient; the arrangement of a larger speed ratio results in lower vehicle speed and influences efficiency; the various operating conditions of the commercial vehicle cannot be met. Meanwhile, the existing electrically-driven bridge two-gear transmission system cannot ensure that power is not interrupted when gears are shifted, and the vehicle has risks such as slope slipping and the like when the vehicle is in working conditions such as a slope.

Aspects of the present disclosure are described below with reference to the accompanying drawings:

referring to fig. 1 to 5, a transmission system includes a transmission body 100, the transmission body 100 including an input shaft 11, an intermediate shaft 12, an output shaft 13, a planetary gear mechanism 14, a shift mechanism 15, and a shift fork 16;

the input shaft 11 includes a first input shaft 111 and a second input shaft 112 serving as an input of the planetary gear mechanism, the first input shaft 111 being arranged coaxially with the second input shaft 112

A first gear Z1 is arranged on the first input shaft 111, a second gear Z2 and a third gear Z3 are arranged on the intermediate shaft 12, a fourth gear Z4 is arranged on the output shaft 13, a first gear Z1 is meshed with the second gear Z2, the third gear Z3 is meshed with the fourth gear Z4, and the diameters of the first gear, the second gear, the third gear and the fourth gear are larger than 75mm and smaller than 350 mm;

the shift fork 16 is engaged with the shift mechanism 15 to engage the carrier of the planetary gear mechanism 14 with the first input shaft 111 to form a low gear position, or to engage the second input shaft 112 with the first input shaft 111 to form a high gear position.

In this embodiment, the first gear Z1 and the second gear Z2 are a set of gear pairs in constant meshing transmission, the third gear Z3 and the fourth gear Z4 are a set of gear pairs in constant meshing transmission, the input shaft 11 transmits power to the intermediate shaft 12 through meshing of the first gear Z1 and the second gear Z2, the intermediate shaft 12 transmits power to the output shaft 13 through meshing of the third gear Z3 and the fourth gear Z4, and a matching structure of two sets of gear pairs is formed.

In this embodiment, the engagement between the shift fork 16 and the shift mechanism 15 allows the power of the second input shaft 112 to be input to the first input shaft 111 after being reduced and increased in torque by the planetary gear mechanism 14, and further allows the transmission system to enter a low gear position, wherein the planetary carrier is the output of the planetary gear mechanism 14, or the power of the second input shaft 112 is directly input to the first input shaft 111, and further allows the transmission system to enter a high gear position. The low-speed gear mainly used climbing the big traction force operating mode of demand such as slope, the conventional transportation operating mode of high-speed gear mainly used vehicle for the vehicle can remove at a high speed, improves the operation efficiency, reduces driver intensity of labour, consequently reaches the effect of compromise traction force and speed. Meanwhile, the transmission system adjusts the transmission ratio of the power of the second input shaft 112 to the power of the first input shaft 111 through the gear shifting mechanism 15 to realize gear shifting, so that the power of the first input shaft 111 can be continuously input during gear shifting, the power is ensured not to be interrupted during gear shifting, and the risk that the vehicle runs down a slope when the vehicle is in working conditions such as a slope and the like is prevented.

In the present embodiment, the transmission system has a three-shaft structure of the input shaft 11, the intermediate shaft 12, and the output shaft 13, and the power of the input shaft 11 is transmitted to the output shaft 13 through the first gear Z1, the second gear Z2, the intermediate shaft 12, the third gear Z3, and the fourth gear Z4.

In practical applications, the first input shaft 111 and the second input shaft 112 may be connected to respective motors to receive power input. The first input shaft 111 and the second input shaft 112 may be connected to the same motor or different motors, and the specific manner may be determined according to the application. The motor can input power to the first input shaft 111 through the input terminal 1 and can input power to the second input shaft through the input terminal 2.

The transmission system disclosed by the utility model realizes multiple power flow transmission modes by utilizing the innovative combination of the gear and the planetary gear mechanism, is matched with the motor, can be applied to an electric drive axle assembly of a commercial vehicle, can ensure that the electric commercial vehicle obtains the optimized vehicle speed and traction balance, meets the requirements of various working conditions such as light load, heavy load, flat road operation, ramp operation and the like on traction, speed and efficiency, reduces the number of parts of the whole vehicle, reduces the transmission noise of a transmission shaft, and has higher reliability.

For example, the portion of P1 corresponding to the frame in fig. 1, 3, 4, and 5 is the planetary gear mechanism 14.

Referring to fig. 1 to 5, the transmission system further includes a shifter 200 and a transmission control unit 300;

the shifter 200 is connected with the shift fork 16 to drive the shift fork 16 to move;

the transmission control unit 300 is communicatively connected to the shifter 200 to send a shift signal to the shifter 200.

The gear shifter can adopt a motor or a pneumatic valve (cylinder) or a hydraulic valve (cylinder) to drive a gear shifting fork to move so as to drive a gear shifting mechanism to switch between a low-speed gear and a high-speed gear. The gear shifting force is provided by a gear shifting motor pneumatic valve (cylinder) or a hydraulic valve (cylinder), a gear shifting sliding sleeve in the transmission system is driven by a gear shifting fork, the output force of the gear shifter replaces manual operation to realize the gear shifting function, and the labor intensity of operators is reduced. The gear shifter is electrically driven, can better realize signal transmission and reception with other electric equipment, realizes accurate control more easily, obtains more accurate gear shift performance, and the electronic intellectuality of electric commercial car is realized more easily simultaneously.

The gear shifter can be driven by a Y-series motor, the Y-series motor is a cage-type rotor asynchronous motor, the protection grade is IP44/IP67, and the gear shifter has the advantages of high efficiency, energy conservation, high starting torque, low noise, high reliability, long service life and the like.

The transmission control unit realizes the gear shifting function of the multi-shaft transmission system through control logic. The transmission control unit commands the gear shifter to execute gear shifting action through gear shifting logic according to the requirement of the commercial vehicle electrically driven bridge and the running working condition of the vehicle, so that reasonable automatic gear shifting action is realized, the machine efficiency is improved, and the working strength of a driver is reduced.

The transmission control unit may be electrically connected with the shifter to send a shift signal to the shifter.

The transmission control unit and the gear shifter CAN be connected through a CAN bus to receive signals and transmit gear shifting signals to the gear shifter. The transmission control unit CAN receive signals of all relevant components and the whole vehicle through the CAN bus, obtains a gear shifting instruction through gear shifting logic judgment and processing, and sends the gear shifting instruction to the gear shifter through the CAN bus.

In one embodiment, referring to fig. 1, 3, 4 and 5, a differential 17 is provided on the output shaft 13, and the output shaft 13 includes a first output shaft 131 and a second output shaft 132; the first output shaft 131 and the second output shaft 132 are connected to the differential 17 by splines.

The differential 17 is engaged with the first output shaft 131 and the second output shaft 132, respectively, to transmit power output to other components and wheels, thereby realizing the operation of the vehicle. According to different input power powers and torques and different vehicle types, the specific structures and the sizes of the speed-reducing and torque-increasing input shaft, the power direct input shaft, the intermediate shaft, the planetary gear mechanism and the differential mechanism are different, and the specific structures and the sizes can be set according to actual conditions.

The differential 17 is used for differentiating the first output shaft 131 and the second output shaft 132, so that the right output end and the right output end can have wheel speed difference, and the requirements of vehicle turning working conditions and other rough road working conditions on the left wheel speed difference and the right wheel speed difference are met.

The differential 17 can be rotatably mounted in the box of the transmission body 100 through a bearing, the intermediate shaft transmits power to the differential through the third gear and the fourth gear, and the differential can also be rotatably mounted in the box of the transmission body through other modes.

Referring to fig. 3, fig. 3 is a direct-drive high-speed gear power transmission route diagram of the transmission system, which uses a single input end as a power input, and in this gear, the power of the first input shaft 111 is transmitted to the intermediate shaft 12 through the first gear Z1 and the second gear Z2, then transmitted to the differential 17 through the third gear Z3 and the fourth gear Z4, and then transmitted to the first output shaft 131 and the second output shaft 132 to output power.

Referring to fig. 4, a direct-drive high-speed gear power superposition transmission route diagram of the transmission system is input by double-input-end superposition power, in the gear, the power input of the second input shaft 112 is superposed on the input shaft 11, and in the gear, the power is transmitted to the intermediate shaft 12 through a first gear Z1 and a second gear Z2, then transmitted to the differential 17 through a third gear Z3 and a fourth gear Z4, and then transmitted to the first output shaft 131 and the second output shaft 132 to output the power.

Referring to fig. 5, fig. 5 is a low gear power superposition transmission route diagram of the transmission system, which is a dual-input end superposition power input mode, in the gear, the power input of the second input shaft 112 is superposed on the first input power shaft 111 after the rotation speed and the amplified torque are reduced by the planet carrier of the planetary gear mechanism 14, the power of the first input power shaft 111 is transmitted to the intermediate shaft 12 through the first gear Z1 and the second gear Z2, and then transmitted to the differential 17 through the third gear Z3 and the fourth gear Z4, and then the power is output through the first output shaft 131 and the second output shaft 132. According to different input power and torque, different models of commercial vehicles and different loading masses, the sizes of the configured gear shifting mechanisms are different. The function of the shifting mechanism, also called synchronizer structure, is to achieve a consistent rotational speed of the gears to be engaged during shifting to effect smooth engagement.

Referring to fig. 1, an input shaft 11, an intermediate shaft 12, and an output shaft 13 are arranged parallel to each other; the parallel three-axis structure is convenient to maintain and use. The first input shaft 111, the second input shaft 112, and the intermediate shaft 12 are rotatably mounted in the case of the transmission body 100 through bearings. So that the first input shaft 111, the second input shaft 112 and the intermediate shaft 12 can be flexibly rotated.

The input shaft 11, the intermediate shaft 12 and the output shaft 13 may be arranged in a triangle. Referring to fig. 6, when the cross-sections of the center line 110 of the input shaft, the center line 120 of the intermediate shaft, and the center line 130 of the output shaft in fig. 6 are located at three vertices of a triangle, the center lines of the input shaft, the intermediate shaft, and the output shaft may be considered to be arranged in a triangle. Because the first gear of the input shaft is meshed with the second gear of the intermediate shaft, and the third gear of the intermediate shaft is meshed with the fourth gear of the output shaft, the maximum value of the distance between the input shaft, the intermediate shaft and the output shaft is smaller, the whole structure is more compact, the occupied space is reduced, and the space design and arrangement of the whole vehicle are facilitated.

The input shaft 11, the intermediate shaft 12 and the output shaft 13 may also be arranged in a straight line. Where the cross sections of the input shaft 11, the intermediate shaft 12 and the output shaft 13 are located on the same straight line, the input shaft 11, the intermediate shaft 12 and the output shaft 13 may be considered to be arranged in a straight line.

Referring to FIG. 1, gear one Z1, gear two Z2, gear three Z3, and gear four Z4 may be spur or helical gears or herringbone gears. In practical applications, the diameters, thicknesses and numbers of the first gear Z1, the second gear Z2, the third gear Z3 and the fourth gear Z4 can be designed according to different changes of transmission torque, rotation speed, speed ratio and the like. For example, the diameter of gear one Z1 is different from the diameter of gear two Z2, and the diameter of gear three Z3 is different from the diameter of gear four Z4; the diameter of the first gear Z1 is smaller than that of the second gear Z2, and the diameter of the third gear Z3 is smaller than that of the fourth gear Z4.

In one embodiment, referring to fig. 1, 3, 4, 5, the planetary gear mechanism 14 includes a sun gear, a planet carrier, and a ring gear;

the gear ring is locked, and the gear can be locked on the box body of the transmission body through a locking device.

The sun gear meshes with the second input shaft 112;

the carrier is selectively engaged with the first input shaft 111 through the shift mechanism 15;

the second input shaft 112 is selectively engageable with the first input shaft 111 through the shift mechanism 15.

In the present embodiment, when the carrier is engaged with the first input shaft 111 through the shift mechanism 15, the power of the second input shaft 112 is input to the first input shaft after being decelerated and increased in torque by the planetary gear mechanism, and the transmission system is set to the low gear position. When the second input shaft 112 is engaged with the first input shaft 111, the power of the second input shaft 112 is directly input to the first input shaft 111, so that the transmission system forms a high-speed gear.

In one embodiment, referring to fig. 1-5, the shift mechanism 15 is a sliding sleeve type shift mechanism including a sliding sleeve; the sliding sleeve is arranged on the first input shaft 111 through a spline sleeve; the sliding sleeve is slidably disposed between the carrier of the planetary gear mechanism 14 and the second input shaft 112 such that the sliding sleeve selectively engages the carrier or the second input shaft 112. The sliding sleeve can be sleeved on the first input shaft 111 through an involute spline, and the sliding sleeve is moved to enable the engaging teeth of the sliding sleeve to be meshed with the engaging teeth on the shaft to transmit power.

One end of the shift fork 16 is connected to the sliding sleeve for controlling the sliding sleeve to slide so that the sliding sleeve engages with the planet carrier or the second input shaft 112.

In one embodiment, referring to fig. 2, the inside of the sliding sleeve of the shift mechanism 15 is provided with a first internal tooth 151, and the outside of the sliding sleeve of the shift mechanism 15 is provided with a first external tooth 152;

the inner surface of the planet carrier of the planetary gear mechanism 14 is provided with a second internal tooth 141 which is used for meshing with a first external tooth 152;

the outer surface of the second input shaft 112 is provided with an outer tooth second 1121 for meshing with the inner tooth first 151.

One end of the shift fork 16 is connected to the sliding sleeve for controlling the sliding sleeve to slide so that the first external teeth of the sliding sleeve are engaged with the second internal teeth of the planet carrier, or the first internal teeth of the sliding sleeve are engaged with the second external teeth of the second input shaft 112.

Through internal tooth one, external tooth one, internal tooth two, external tooth two mutually support, can be so that the sliding sleeve can remove through the short distance and realize the switching between the state of internal tooth one and two meshing of external tooth and the meshing state between external tooth one and the two meshing of internal tooth, realize the gear switching between high-speed gear and the low-speed gear. Therefore, the size requirement of the sliding sleeve can be reduced, and the overall size of the transmission system can be reduced.

Meanwhile, when the first external tooth and the second internal tooth are helical gears, the first external tooth and the second internal tooth are inclined planes which are arranged oppositely, and when the first internal tooth and the second external tooth are helical gears, the first internal tooth and the second external tooth are inclined planes which are arranged oppositely. The first external teeth and the second internal teeth can be helical gears with the same shape and size, and the second external teeth and the first internal teeth can be helical gears with the same shape and size. The first external tooth, the first internal tooth, the second external tooth and the second internal tooth are joint teeth, the sliding sleeve is driven by the shifting fork to approach to the joint teeth on the shaft in the shifting process, and when the rotating speed difference between the joint teeth on the shaft and the sliding sleeve is small enough, the joint teeth on the sliding sleeve and the joint teeth on the shaft are smoothly jointed to transmit power. Because the sliding sleeve (gear sleeve) and the gear inner joint tooth end on the shaft are at the same size of cone angle. Because the shaft and the engaging teeth on the shaft are in a floating state, the two conical surfaces can play a certain role in self-centering and synchronization when the gear is engaged.

In one embodiment, the second input shaft can realize direct power input, or realize the speed reduction and torque increase input of power through the planet carrier, and the speed reduction and torque increase speed ratio is 1.5-15.5. The speed ratio of the low-speed gear is 8.5-75.5; the speed ratio of the high-speed gear is 2.45-8.5. The low gear is mainly applied when the vehicle needs to climb a slope, and the high gear is mainly applied when the vehicle is normally running. The low-gear speed ratio is set to be 8.5-75.5, so that the requirements of commercial vehicles on traction under various ramps can be met, and the operation capacity under various working conditions is ensured; and the high-speed gear speed ratio is set to be 2.45-8.5, so that the requirement of the vehicle on the speed under the conventional working condition is met, and the time for transporting goods is shortened. According to different vehicles, different working conditions and loads, different specific speed ratios can be selected and set within the setting range of the speed ratios, so that the optimized power and torque transmission of the vehicle is realized, the requirements of the vehicle on traction force, speed and efficiency are met, and the lowest vehicle energy consumption requirement is realized.

It should be noted that the multi-shaft transmission system of the present disclosure can be applied to an electric drive axle assembly of a commercial vehicle, and can also be applied to an electric drive axle of other transportation vehicles having functions similar to those of an electric commercial vehicle. The multi-shaft transmission system can be fixed to an axle housing of a commercial vehicle through a support, and the multi-shaft transmission system and other related parts can work safely and efficiently in a stable and reliable environment. The input power of the multi-shaft transmission system can be a permanent magnet synchronous motor or a switched reluctance motor or other power equipment.

From the above, the transmission body of the transmission system in one embodiment of the present disclosure adopts two-gear design, i.e., high-speed gear and low-speed gear, and adopts three-shaft structure, i.e., input shaft, intermediate shaft and output shaft, and two pairs of meshing gears are provided, the internal gear shift adopts a sliding sleeve structure to be matched with the gear shift fork, the external gear shift adopts the gear shifter to drive the gear shift fork, and the gear shift transmission control unit is configured. The electric driving bridge of the electric commercial vehicle meets the requirements of the electric commercial vehicle on speed ratio and power flow mode, can meet the requirements of the commercial vehicle on traction force and vehicle speed, obtains high operation efficiency, and greatly reduces the labor intensity of drivers. Simultaneously, the transmission system arrangement structure form is for the diaxon structure, and the diameter of gear is littleer, and weight is lighter, and transmission noise is littleer, and the load that single gear tooth face bore is littleer, and the reliability is higher.

From last knowing, the derailleur system in an embodiment of this disclosure adopts two gears of triaxial to arrange, and low-speed gear mainly used climbing etc. demand big traction force operating modes, and high-speed gear mainly used vehicle conventional transportation operating mode, automatic gearshift improves operation efficiency, reduces driver intensity of labour. The speed ratio of the low-speed gear is 8.5-75.5; the speed ratio of the high-speed gear is 2.45-8.5. The low gear is mainly applied when climbing is required, while the high gear is mainly applied when the vehicle is normally running. The low-gear speed ratio is set to be 8.5-75.5, so that the requirements of commercial vehicles on traction under various ramps can be met, and the operation capacity under various working conditions is ensured; and the high-speed gear speed ratio is set to be 2.45-8.5, so that the requirement of the vehicle on the vehicle speed under the conventional working condition is met, and the time for transporting goods is shortened. According to different vehicles, different working conditions and loads, different specific speed ratios can be selected and set within the setting range of the speed ratios, so that the optimized power and torque transmission of the vehicle is realized, the requirements of the vehicle on traction force, speed and efficiency are met, and the lowest vehicle energy consumption requirement is realized.

Compared with the existing electrically-driven bridge transmission system, the variable transmission system has the advantages of simple structure, relatively simple maintenance and lower maintenance and use cost, saves the cost for users and improves the benefit.

The embodiment of the present disclosure further discloses a drive assembly, which includes any one of the transmission systems, the first drive motor and the second drive motor provided in the embodiment of the present disclosure, an output end of the first drive motor is connected with the first input shaft 111 of the transmission body 100, and an output end of the second drive motor is connected with the second input shaft 112 of the transmission body 100.

The first driving motor and the second driving motor can be the same motor or different motors, the first driving motor and the second driving motor can be permanent magnet synchronous motors, the first driving motor and the second driving motor can be switched reluctance motors, and the first driving motor and the second driving motor can also be other types of motors.

Embodiments of the present disclosure also disclose a vehicle including any one of the drive assemblies of the above embodiments.

Claims

1. A transmission system comprises a transmission body, and is characterized in that the transmission body comprises an input shaft, an intermediate shaft, an output shaft, a planetary gear mechanism, a gear shifting mechanism and a gear shifting fork;

the input shaft includes a first input shaft and a second input shaft serving as an input of the planetary gear mechanism, the first input shaft being arranged coaxially with the second input shaft;

the shift fork and the cooperation of gearshift shift to make planetary gear mechanism's planet carrier with first input shaft meshing forms low-speed gear position, perhaps makes the second input shaft with first input shaft meshing forms high-speed gear position.

2. The transmission system of claim 1, further comprising a shifter and a transmission control unit;

3. The transmission system of claim 1, wherein the output shafts are provided with a differential, the output shafts including a first output shaft and a second output shaft;

4. A transmission system as recited in claim 1, wherein said input shaft, said countershaft, and said output shaft are disposed parallel to one another.

5. A transmission system as claimed in claim 1 or 4, characterised in that the input shaft, the intermediate shafts and the output shaft are in a triangular arrangement.

6. The transmission system of claim 1, wherein the diameter of the first gear is different than the diameter of the second gear, and the diameter of the third gear is different than the diameter of the fourth gear;

7. The transmission system of claim 1, wherein the planetary gear mechanism includes a sun gear, a planet carrier, and a ring gear;

the gear ring is locked;

the sun gear is meshed with the second input shaft;

8. The transmission system of claim 1, wherein the shift mechanism is a sliding sleeve type shift mechanism including a sliding sleeve;

the sliding sleeve is sleeved on the first input shaft through a spline;

9. The transmission system of claim 8, wherein the sliding sleeve is internally provided with a first internal tooth and externally provided with a first external tooth;

10. A drive assembly comprising a first drive motor, an output of which is connected to a first input shaft of the variator body, a second drive motor, an output of which is connected to a second input shaft of the variator body, and a variator system as claimed in any of claims 1 to 9.